Methods, systems and apparatus for powering a vehicle

ABSTRACT

This application is directed to an apparatus for providing electrical charge to a vehicle. The apparatus comprises a driven mass configured to rotate in response to a kinetic energy of the vehicle, the driven mass coupled to a shaft, where rotation of the driven mass causes the shaft to rotate. The apparatus further comprises a hardware controller. The hardware controller identifies output power parameters for the vehicle and generate a control signal based on the identified output power parameters for the vehicle. The apparatus also comprises a generator that generates an electrical output based on a mechanical input and a conditioning circuit electrically coupled to the generator. The conditioning circuit receives the electrical output from the generator and the control signal from the hardware controller, generates a charge output based on the electrical output and the control signal, and conveys the charge output to the vehicle.

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims benefit of priority to U.S. Provisional PatentApplication No. 63/164,474, filed Mar. 22, 2021. This application claimsbenefit of priority to U.S. Provisional Patent Application No.63/140,805, filed Jan. 23, 2021. This application is acontinuation-in-part of U.S. patent application Ser. No. 17/141,518,filed Jan. 5, 2021, which is a continuation-in-part of U.S. patentapplication Ser. No. 16/847,538, filed Apr. 13, 2020, which claimsbenefit of priority and is related to U.S. Provisional PatentApplication No. 62/858,902, filed Jun. 7, 2019, U.S. Provisional PatentApplication No. 62/883,523, filed Aug. 6, 2019, and U.S. ProvisionalPatent Application No. 62/967,406, filed Jan. 29, 2020. This applicationis also filed concurrently with a U.S. nonprovisional applicationentitled “HYPERCAPACITOR.” The disclosure of each of the aforementionedapplications is incorporated herein in its entirety for all purposes.

BACKGROUND Field of the Disclosure

The present disclosure relates generally to providing energy for avehicle powered, at least in part, by electricity, and morespecifically, to generating and conveying or storing the electricity forconsumption by electric motors to drive or power the vehicle or aportion thereof while the vehicle is mobile.

Description of the Related Art

Electric vehicles derive locomotion power from electricity oftenreceived from an energy storage device within the electric vehicle. Theenergy storage device could be a battery, a battery array, or an energystorage and/or containment device. Hybrid electric vehicles includeregenerative charging that capture energy from vehicle braking andtraditional motors to charge the energy storage device and provideelectricity to the vehicle. Battery electric vehicles (BEVs) are oftenproposed to have an energy storage/containment device (for example, abattery or battery array or capacitor array) that is charged throughsome type of wired or wireless connection at one or more stationarylocations, for example household or commercial supply sources. The wiredcharging connections require cables or other similar connectorsphysically connected to a stationary power supply. The wireless chargingconnections require antenna(s) or other similar structures wirelesslyconnected to a power supply that generates a wireless field via its ownantenna(s). However, such wired and wireless stationary charging systemsmay be inconvenient or cumbersome and have other drawbacks, such asdegradation during energy transference, inefficiencies or losses,requiring a specific location for charging, and so forth. As such,alternatives for stationary wired or wireless charging systems andmethods that efficiently and safely transfer energy for chargingelectric vehicles are desirable.

SUMMARY

Various embodiments of systems, methods and devices within the scope ofthe appended claims each have several aspects, no single one of which issolely responsible for the desirable attributes described herein.Without limiting the scope of the appended claims, the description belowdescribes some prominent features.

Details of one or more embodiments of the subject matter described inthis specification are set forth in the accompanying drawings and thedescription below. Other features, aspects, and advantages will becomeapparent from the description, the drawings, and the claims. Note thatrelative dimensions of the following figures may not be drawn to scale.

Existing energy storage devices, such as batteries and capacitors, canbe useful for storing energy but may have many undesirable limitations.For example, batteries such as lithium ion batteries are resilient toself-discharge but often require long charge times (e.g., 12-14 hours).In contrast, capacitors, such as ultracapacitors and supercapacitors arecapable of being charged quickly (i.e., faster than batteries) but maybe much less resilient to self-discharge than batteries. For example,ultracapacitors/supercapacitors may lose as much as 10-20% of theircharge per day due to self-discharge. Additionally, althoughultracapacitors/supercapacitors may be capable of withstanding morecharge-discharge cycles than batteries without losing operationalfunctionality, ultracapacitors/supercapacitors may not be capable ofstoring as much energy per weight as batteries.

In addition, batteries, such as lithium ion batteries present manyenvironmental problems. For example, mining and disposing of lithium areboth environmentally destructive. Furthermore, lithium ion batteries arecapable of catching fire and burning at high temperatures for longamounts of time, which is also environmentally destructive and hazardousto human health.

The present disclosure provides for a hypercapacitor energy storagesystem or hypercapacitor that can integrate or marryultracapacitors/supercapacitors and storage devices (e.g., capacitors,batteries) in a single assembly (e.g., as a single integrated unit orpackage) to provide synergistic results, or results that are notachievable, or are substantially reduced, when provided or usedseparately. For example, the hypercapacitor can be charged much fasterthan a standalone battery, the hypercapacitor is capable of retainingenergy for a long storage life without losing energy due toself-discharge, the hypercapacitor may be capable of storing much moreenergy per weight than standalone storage devices (e.g., batteries,standard capacitors), and the hypercapacitor can draw down voltagestorage levels down to 0 volts without risking device performancefailure such as is common for example with standard lithium ionbatteries which cannot draw voltage below a low threshold capacity.

Thus, the hypercapacitor, described herein, provides for a superiorenergy storage device over standard energy storage devices in widespreaduse today. Furthermore, the hypercapacitor may replace standard energystorage devices in any device or system that uses them. For example, thehypercapacitor may replace standard energy storage devices and/or may beused in electric vehicles for transportation, electric vehicles orelectric equipment for construction or farming, power tools, buildingenergy/power systems, manufacturing energy/power systems, games, drones,robots, toys, computers, electronics and the like.

The present disclosure provides a system for providing power to avehicle. The system may comprise: a driven mass configured to rotate inresponse to a kinetic energy of the vehicle, the driven mass coupled toa shaft such that rotation of the driven mass causes the shaft torotate; a generator configured to generate an electrical output at agenerator output terminal based on a mechanical input, the mechanicalinput mechanically coupled to the shaft such that rotation of the shaftcauses the mechanical input to rotate; and a hypercapacitor. Thehypercapacitor may comprise: at least one ultracapacitor electricallycoupled to the generator output terminal via one or more inbound diodes,wherein the one or more inbound diodes are biased toward the at leastone ultracapacitor. The at least one ultracapacitor may be configuredto: receive, via the one or more inbound diodes, inbound energy from thegenerator; and store the inbound energy as a first energy in an electricfield of the at least one ultracapacitor. The hypercapacitor may furthercomprise an energy retainer electrically coupled to the at least oneultracapacitor via one or more outbound diodes, wherein the one or moreoutbound diodes are biased toward the energy retainer and wherein theenergy retainer may be configured to: receive, via the one or moreoutbound diodes, outbound energy from the at least one ultracapacitor inresponse to a voltage level of the energy retainer dropping below athreshold value; store said outbound energy as a second energy of theenergy retainer; and convey the second energy to a traction motor of thevehicle.

In some embodiments, the hypercapacitor may be further configured to beelectrically couplable to a utility grid via a standard 110 volt or 220volt outlet, and the at least one ultracapacitor of the hypercapacitormay be further configured to: be electrically couplable to the standard110 volt or 220 volt outlet of the utility grid; receive, via the one ormore inbound diodes, inbound energy from the standard 110 volt or 220volt outlet; and store the inbound energy as a first energy in anelectric field of at least one ultracapacitor; and the energy retainermay be further configured to not receive outbound energy from the atleast one ultracapacitor in response to a voltage level of the energyretainer reaching a high threshold voltage value.

In some embodiments, the at least one ultracapacitor may comprisemultiple ultracapacitors.

In some embodiments, the energy retainer may comprise one or morebatteries.

In some embodiments, the energy retainer may comprise one or morecapacitors.

In some embodiments, the energy retainer may not comprise lithium ionbatteries.

In some embodiments, the electrical coupling between the energy retainerand the at least one ultracapacitor may stabilize the voltage of the atleast one ultracapacitor to prevent voltage loss of the first energy ofthe at least one ultracapacitor due to self-discharge.

In some embodiments, the energy retainer may be further configured toconvey all of the second energy to the traction motor of the vehicle.

In some embodiments, the vehicle may comprise a commercial vehicle.

In some embodiments, the vehicle may comprise farm or constructionequipment.

The present disclosure provides a system for providing power to avehicle. The system may comprise: a driven mass configured to rotate inresponse to a kinetic energy of the vehicle, the driven mass coupled toa shaft such that rotation of the driven mass causes the shaft torotate; a generator configured to generate an electrical output at agenerator output terminal based on a mechanical input, the mechanicalinput mechanically coupled to the shaft such that rotation of the shaftcauses the mechanical input to rotate; and a hypercapacitor. Thehypercapacitor may comprise: at least one ultracapacitor electricallycoupled to the generator output terminal, wherein the at least oneultracapacitor may be configured to: receive inbound energy from thegenerator; and store the inbound energy as a first energy in an electricfield of the at least one ultracapacitor. The hypercapacitor may furthercomprise an energy retainer electrically coupled to the at least oneultracapacitor wherein the energy retainer and the at least oneultracapacitor may comprise a single integrated unit and wherein theenergy retainer may be configured to: receive outbound energy from theat least one ultracapacitor to stabilize the voltage of the at least oneultracapacitor to prevent voltage loss of the first energy of the atleast one ultracapacitor due to self-discharge; store said outboundenergy as a second energy of the energy retainer; and convey the secondenergy to a traction motor of the vehicle.

In some embodiments, the hypercapacitor may be further configured to: beelectrically couplable to a utility grid via a standard 110 volt or 220volt outlet, and receive, at the at least one ultracapacitor, inboundenergy from the standard 110 volt or 220 volt outlet; and store theinbound energy as a first energy in an electric field of the at leastone ultracapacitor; and wherein the energy retainer may be furtherconfigured to: receive outbound energy from the at least oneultracapacitor in response to a voltage level of the energy retainerdropping below a low threshold value; and not receive outbound energyfrom the at least one ultracapacitor in response to a voltage level ofthe energy retainer reaching a high threshold voltage value.

In some embodiments, the at least one ultracapacitor may be furtherconfigured to increase the first energy by 400 volts in less than 15minutes. In some embodiments, the at least one ultracapacitor may befurther configured to increase the first energy by 400 volts inapproximately 4 to 8 minutes.

In some embodiments, the at least one ultracapacitor may comprisemultiple ultracapacitors and wherein the energy retainer comprises oneor more capacitors.

In some embodiments, the energy retainer may be further configured toconvey all of the second energy to the traction motor of the vehicle.

The present disclosure provides a system for providing power to avehicle. The system may comprise: a driven mass configured to rotate inresponse to a kinetic energy of the vehicle, the driven mass coupled toa shaft such that rotation of the driven mass causes the shaft torotate; a generator configured to generate an electrical output at agenerator output terminal based on a mechanical input, the mechanicalinput mechanically coupled to the shaft such that rotation of the shaftcauses the mechanical input to rotate; and a hypercapacitor. Thehypercapacitor may comprise: an ultracapacitor module electricallycoupled to the generator output terminal and wherein the ultracapacitormodule may comprise a first plurality of ultracapacitors and a secondplurality of ultracapacitors, and wherein the ultracapacitor module maybe configured to: receive, at the first or second plurality ofultracapacitors, inbound energy from the energy source, and store, atthe first or second plurality of ultracapacitors, the inbound energy asa first energy as an electric field of the ultracapacitor module. Thehypercapacitor may further comprise an energy retainer electricallycoupled to the ultracapacitor module and wherein the energy retainer maybe configured to: receive outbound energy conveyed from the first orsecond plurality of ultracapacitors in response to a voltage level ofthe energy retainer dropping below a low threshold value; store saidoutbound energy as a second energy of the energy retainer; and conveythe second energy to a traction motor of the vehicle.

In some embodiments, the first plurality of ultracapacitors may receivethe inbound energy while the second plurality of ultracapacitors mayconvey the first energy to the energy retainer or wherein the secondplurality of ultracapacitors may receive the inbound energy while thefirst plurality of ultracapacitors may convey the first energy to theenergy retainer.

In some embodiments, the first plurality of ultracapacitors mayalternate between receiving the inbound energy and conveying the firstenergy to the energy retainer, and wherein the second plurality ofultracapacitors may alternate between receiving the inbound energy andconveying the first energy to the energy retainer.

In some embodiments, the first and second plurality of ultracapacitorsmay alternate between receiving the inbound energy and conveying thefirst energy to the energy retainer based, at least in part, on a chargeand/or voltage of the first and/or second plurality of ultracapacitorsreaching a low threshold.

In some embodiments, the energy retainer may comprise one or morebatteries or capacitors.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a diagram of an exemplary battery electric vehicle (BEV).

FIG. 2 is a diagram of an exemplary “fifth” wheel configured to drive orpower an on-board charging system (OBCS) capable of charging an energystorage device of the BEV of FIG. 1 .

FIG. 3 is a diagram of the fifth wheel of FIG. 2 mechanically coupled totwo generators that convert a mechanical rotation of the fifth wheelinto electrical energy outputs.

FIG. 4 is an alternate view of the two generators of FIG. 3 and cablingthat couples the generators to a mobile battery charger coupled to acharging port for the BEV.

FIG. 5 is a diagram of the exemplary BEV of FIG. 1 incorporating one ormore capacitor modules as a supplemental and/or intermediate energystorage device.

FIG. 6 is a diagram of the coupling of the fifth wheel and the twogenerators of FIG. 3 with the addition of a capacitor module into thecharging system of the BEV.

FIG. 7 is an alternate fifth wheel system illustrating the fifth wheelof FIG. 2 mechanically coupled to a generation unit that converts amechanical rotation of the fifth wheel into an electrical energy output.

FIGS. 8A and 8B provide additional views of the alternate fifth wheelsystem of FIG. 7 .

FIG. 9 illustrates a close-up view of the stabilization bracket betweenthe generation unit and the flywheel of FIG. 7 .

FIGS. 10A-10P are screenshots of an interface that presents variousvariables that are monitored during operation of the EV with an exampleembodiment of the OBCS described herein.

FIGS. 11A-11B depict different views of an example embodiment ofcomponents of a bearing support that supports a rotating element, thebearing support including a bearing enclosure and a bearing assembly.

FIGS. 12A-12C depict different views of the bearing assembly of FIGS.11A-11B, including a plurality of bearings, a bearing spacer, and ashaft.

FIG. 13 shows a top-down view of the bearing spacer of the bearingassembly of FIGS. 11A-12C.

FIGS. 14A-14C show different views of a partial construction of thebearing assembly of FIGS. 12A-12C, the partial construction including afirst bearing, the bearing spacer, and the shaft.

FIG. 15 shows an example simplified circuit diagram for controllingenergy flow between a generator coupled to a fifth wheel and the motordriving the BEV.

FIG. 16 shows an example simplified circuit diagram for controllingenergy flow between a generator coupled to a fifth wheel (not shown) andthe motor driving the BEV.

FIGS. 17A and 17B illustrate an example of an electric vehicle includingan energy storage system that includes an ultracapacitor storage bank.

FIG. 18 illustrates an example of a dashboard configured for use inconjunction with the energy storage system of FIGS. 17A and 17B.

FIG. 19 illustrates an example of a piece of farm equipment that mayimplement the energy storage system and dashboard of FIGS. 17A, 17B, and18 .

FIGS. 20A-20B illustrate an example circuit diagram for controllingenergy flow between a charger, one or more ultracapacitors, a batteryand a load.

FIG. 21 illustrates an example embodiment of a capacitor module that canbe used to store energy of a BEV.

FIGS. 22A-22B illustrate diagrams of example embodiments of ahypercapacitor for storing and providing energy.

FIG. 22C illustrates an example embodiment of a hypercapacitor.

FIG. 23 illustrates an example embodiment of a battery that may beincorporated in a hypercapacitor for operation in a BEV.

FIG. 24 illustrates an example embodiment of a fuse that may beconnected to a battery incorporated in a BEV.

FIG. 25 illustrates an example embodiment of a capacitor of ahypercapacitor and a generator that may be used in a BEV.

FIG. 26 illustrates an example embodiment of a battery of ahypercapacitor with electrical connections that may be incorporated intoa BEV.

FIG. 27 illustrates an example embodiment of a toggle module forcontrolling the flow of energy between a generator, an ultracapacitormodule, an energy retainer and/or a motor of a BEV.

FIG. 28 illustrates example embodiments of instruments that may beincorporated in a BEV and used in conjunction with the other systems,devices, or components described herein.

FIG. 29 illustrates an example BEV employing the systems and componentsdiscussed herein such as the one or more driven masses (e.g., fifthwheel), the OBCS and the hypercapacitor.

FIG. 30 illustrates a chart of example data relating to voltagegeneration and usage of the OBCS and hypercapacitor operating in a BEVwhile travelling a distance.

FIGS. 31A-31M illustrate various example vehicles or otherwise that mayimplement various components as discussed herein, such as an OBCS,and/or hypercapacitor energy storage device.

The various features illustrated in the drawings may not be drawn toscale. Accordingly, the dimensions of the various features may bearbitrarily expanded or reduced for clarity. In addition, some of thedrawings may not depict all of the components of a given system, methodor device. Finally, like reference numerals may be used to denote likefeatures throughout the specification and figures.

DETAILED DESCRIPTION

The detailed description set forth below in connection with the appendeddrawings is intended as a description of exemplary embodiments and isnot intended to represent the only embodiments in which the inventionmay be practiced. The term “exemplary” used throughout this descriptionmeans “serving as an example, instance, or illustration,” and should notnecessarily be construed as preferred or advantageous over otherexemplary embodiments. The detailed description includes specificdetails for providing a thorough understanding of the exemplaryembodiments. In some instances, some devices are shown in block diagramform.

An electric vehicle (EV) is used herein to describe a vehicle thatincludes, as at least part of its locomotion capabilities, electricalenergy derived from energy sources (e.g., one or more energy generationdevices and energy storage devices, for example rechargeableelectrochemical cells, capacitors, ultra-capacitors, other types ofbatteries, and other energy storage devices). In some embodiments,capacitor (or ultra-capacitor modules) may be ideal replacements for thebattery 102 where long term storage for energy generated by thegenerators 302 a and 302 b is not needed but an ability to quickly storeand discharge large amounts of energy is desired. As non-limitingexamples, some EVs may be hybrid electric vehicles (HEVs) that include,besides electric motors, one or more batteries, and a traditionalcombustion engine for direct locomotion or to charge the vehicle'sbattery. Other EVs, for example battery electric vehicles (BEVs), maydraw all locomotion capability from electrical energy stored in abattery. An EV is not limited to an automobile and may includemotorcycles, carts, scooters, buses, and the like. Additionally, EVs arenot limited to any particular energy source (e.g., energy storage sourceor generation source) or to when the electricity is received from theenergy source (for example, when the EV is at rest or in motion).

Current EVs, whether HEVs or BEVs, may be charged using stationarycharging stations. Such stationary charging stations may be installed athome or in public locations, such as public parking lots, alongroadways, and so forth. These stationary charging stations may usecables that couple to the EVs to convey charging energy between the EVsand the stationary charging stations and/or use wireless transfertechnologies to wirelessly convey charging energy between the EVs andthe stationary charging stations. The “stationary” aspect of chargingstations may refer to the static nature of the charging stationsthemselves. For example, such stationary charging stations themselvesare generally permanently (or semi-permanently) installed in fixedlocations because of needed power feeds required to provide electricityto the charging stations (for example, a connection to a home panel forthe home installation) and, therefore, require energy from a power grid,thereby increasing burdens on the power grid. In some embodiments, theEVs themselves receive a charge from the stationary charging stationswhile the EVs are stationary (for example, parked in a parking spot) orin motion (for example, driving over or in proximity of one or morewireless charging components of the stationary charging stations whilethe EVs are in motion).

In some embodiments, an EV owner may utilize a generator to charge theEV. For example, the generator is a mobile generator that the EV owneris able to transport to various locations in order to charge the EV. Insome embodiments, such mobile generators provide a charge to the EV whenthe EV does not have sufficient energy to drive to a stationary chargingstation or to provide any charge at a location where a stationarycharging station is not available. Additionally, or alternatively, themobile generator may provide charging to the EV while the EV is inmotion. However, such mobile generators often utilize gasoline or otherfuels to generate electricity from a chemical and/or mechanicalreaction. Therefore, use of the mobile generators may involvetransporting the fuel for the generator and/or waiting for a chargeprovided by the mobile generators and generation of harmful byproductsthat must be exhausted from the vehicle. Additionally, the mobilegenerators are generally unable to provide a charge at a rate greaterthan charge used to drive the EV. For example, the mobile generator isonly able to provide hourly charging rates at the equivalent ofproviding electricity to allow the EV to travel between 4 miles and 25miles while the moving EV will generally consume more electricity thanthis in an hour of travel. Such charging rates would be insufficient tomaintain motion of the EV during use. Alternatively, or additionally,the EV owner may use a portable battery charger or other portable energystorage device that is able to transfer energy to the EV when the EV isunable to drive to a stationary charging station. Such use of portablebattery chargers may involve similar constraints as the mobilegenerators, such as charge transfer times, and so forth. The user mayalso use regenerative braking or regenerative driving (for example,generating electricity while the vehicle is in motion and notnecessarily braking) to charge or power the EV. For example, aregenerative driving system may generate electricity based on movementof one or more vehicle components that is moving or driven while the EVis moving.

Accordingly, the disclosure described in more detail herein provides anon-board charging system (OBCS) that charges the energy storage device(for example, the battery, the battery array, the energy containmentdevice, or similar) or provides electricity directly to motors of the EVwhile the EV is in motion (or generally traveling) at a charging ratesufficient to enable significant, continued use of the EV while the EVis charging. Some embodiments incorporate a battery charger or othergenerator that is capable of providing charge to the energy storagedevice of the EV or the motors of the EV at a rate greater than thatwhich the EV is able to discharge the energy storage device. The OBCSmay be mobile in the sense that is moves with the EV while being fixedlyattached to the EV. Alternatively, or additionally, the OBCS may beremovable from the EV and portable to other EVs, and so forth. In someembodiments, the OBCS provides stable and consistent power on demand forthe EV, thereby extending a travel range of the EV. The EV (for example,via a controller and/or communications with the OBCS) may request theOBCS to charge the EV by providing the electrical energy needed at anygiven moment. This may be, and in fact is intended to be, a cyclicalprocess as the EV drains its energy storage device and requestsadditional charge from the OBCS. Alternatively, the EV may communicatewith the OBCS to provide electrical energy directly to the motors of theEV, bypassing the energy storage device of the EV. The OBCS may reducereliance of charging of EVs using grid charging and may significantlyreduce the mining of fossil fuels and resulting carbon emissions.

Further details regarding the OBCS and its integration with the EV areprovided below with reference to FIGS. 1-14C and correspondingdescription.

FIG. 1 is a diagram of an exemplary battery electric vehicle (BEV) 100,in accordance with an exemplary embodiment. The BEV 100 includes, amongother components shown, a battery 102, at least one electric motor 104,a plurality of wheels 106, and a frame or body 108. The battery 102 mayinclude a plurality of individual battery units or modules and may storeenergy used to drive the at least one electric motor 104. In someembodiments, the individual battery units may be coupled in series toprovide a greater voltage for the battery 102 than an individual batteryunit. In some embodiments, the battery 102 includes any other charge orenergy storage or containment device. In some embodiments, the battery102 is coupled to a controller (not shown, for example the EVcontroller) configured to monitor a charge state or a charge value ofthe battery 102. The controller may provide controls for how the battery102 is charged or discharged and may provide various signals,interlocks, and so forth with respect to the battery 102. For example,the controller may limit charging of the battery 102 in certain weatherconditions, vehicle conditions or states, or based on one or moreinterlocks (such as when a charging port door is left open, and soforth).

In some embodiments, each of the battery units (and the battery 102 as awhole) may exist in one of a plurality of charge states, including afully charged state, a fully discharged state, a charging state, asufficient charge state, a discharging state, and a charge desiredstate, among others. The controller, based on its monitoring of thecharge states of the individual battery units and the battery 102 and/ora voltage of the battery 102, may allow the battery 102 to provide powerto a load, for example the motor 104, request charging of the battery102, or prevent one or more of charging and/or discharging of thebattery 102 based on the charge states. Thus, if the battery 102 isdischarged below a threshold charge value (for example, if the battery102 is in the charge desired state), then the controller may preventfurther discharge of the battery 102 and/or request that the battery 102be charged. Alternatively, or additionally, if the battery 102 isreceiving charge from a charger and the charge value of the battery 102exceeds a threshold full charge value (for example, if the battery 102is in the fully charged state), then the controller may prevent furthercharging of the battery 102.

The battery 102 provides electrical energy to the at least one motor104. The at least one motor 104 converts the electrical energy tomechanical energy to rotate one or more of the plurality of wheels 106,thus causing the BEV 100 to move. In some embodiments, the at least onemotor 104 is coupled to two or more of the plurality of wheels 106. Insome embodiments, the at least one motor 104 includes two motors 104that each power a single wheel 106 of the plurality of wheels 106. Insome embodiments, the controller monitors the state of the at least onemotor 104, for example whether the at least one motor 104 is driving atleast one of the plurality of wheels 106 to cause the BEV 100 to movebased on energy from the battery 102, and so forth. In some embodiments,the controller may monitor a direction in which the at least one wheel106 is rotating.

The BEV 100 may be configured to use the wheel(s) 106, the motor(s) 104,and the battery 102 to charge the battery 102 using regenerative brakingfrom a generative braking system (not shown). Regenerative brakingenables the BEV 100 to capture energy from the rotation of the wheel(s)106 for storage in the battery 102 when the BEV 100 is coasting (forexample, moving with using energy from the battery 102 to power themotor(s) 104 to drive the wheel(s) 106) and/or braking. Regenerativebraking effectively charges the BEV 100 based on kinetic energy of theBEV 100. Effectively, the motor(s) 104 convert the kinetic energy fromthe moving BEV 100 to electrical energy for storage in the battery 102,causing the BEV 100 to slow. In some embodiments, the controller may beused to control operation of the motor(s) 104 efficiently andeffectively to enable regenerative braking when the motor(s) 104 is notbeing used to drive the wheel(s). For example, the controller maydetermine that the motor 104 is not being used to drive thecorresponding wheel 106 and may switch the motor 104 into a regenerativebraking mode or state to capture charge from the movement of the BEV100. In some embodiments, if the controller determines that at least onewheel 106 is rotating at a speed faster than a speed at which it isbeing driving (for example, when the BEV is going down a steep hill),then the controller controls the motor 104 to perform regenerativebraking or otherwise regenerate charge from the movement of the BEV. Insome embodiments, the controller generates one or more alerts fordisplay to a driver or operator of the BEV 100 or communicated to aninternal or external system (for example, about charging needs, batterylevels, regenerative braking, and so forth).

Though not explicitly shown in FIG. 1 , the BEV 100 may include acharging port that allows the battery 102 to be connected to a powersource for charging. Often, the charging port allows connection of aplug external to the BEV 100 that is then connected to an external powersource, such as a wall charger, and so forth. In some embodiments,internal wiring couples the charging port to the battery 102 to allowfor charging. Alternatively, or additionally, the BEV 100 includes awireless power antenna configured to receive and/or transmit powerwirelessly. As such, internal wiring couples the wireless power antennato the battery 102 to allow for charging. In some embodiments, theinternal wiring may couple either the charging port and/or the wirelesspower antenna directly to the motor 104. The controller may detect whenthe battery 102 is receiving a charge via the charging port and/or thewireless power antenna.

FIG. 2 is a diagram of an exemplary “fifth” wheel 202 configured todrive or power an on-board charging system (OBCS) 210 capable ofcharging the battery 102 of the BEV 100 of FIG. 1 , in accordance withan exemplary embodiment. The fifth wheel 202 as shown is in an extendedstate such that the fifth wheel 202 is in contact with the ground orroad surface and, thus, rotates while the BEV 100 is in motion. Thecontroller may extend or retract the fifth wheel 202 such that the fifthwheel 202 is not always in contact with the ground or road surface. Insome embodiments, the fifth wheel 202 is replaced with or integrated asa small motor or geared component driven by a drive shaft, motor 104,wheel 106, or other driven component of the BEV 100. In someembodiments, the small motor or geared component may include a smallfixed gear electric motor that rotates the shaft at a desirablerotations per minute (RPM). For discussion herein, the fifth wheel 202will be described as being driven when in contact with the ground,though any other means of being driven (for example, the small motor orgeared component driven by a drive shaft) is envisioned. As such, thefifth wheel 202, whether in contact with the ground or integrated withanother drive component within the BEV 100, rotates in response to theBEV 100 being driven to move or otherwise moving. In some embodiments,although the fifth wheel 202 is in contact with the ground, the fifthwheel 202 may not carry a significant portion of weight of the BEV 100.As such, in some embodiments, a minimal or small amount of drag will becreated or caused by the fifth wheel 202. The controller may beconfigured to control the amount of drag that the fifth wheel 202creates (for example, how much pressure the fifth wheel 202 exertsdownward on the road surface).

The fifth wheel 202 is coupled to a drive shaft (herein referred to asthe “shaft”) 206. As the fifth wheel 202 rotates, the shaft 206 alsorotates at a same, similar, or corresponding rate as the fifth wheel202. In some embodiments, the fifth wheel 202 and the shaft 206 may becoupled such that the shaft 206 rotates at a greater or reduced rate ascompared to the fifth wheel 202. In some embodiments, the shaft 206 iscoupled to a support structure 200. The support structure 200 may beattached to the frame or body 108 of the BEV 100 and allow for the fifthwheel 202 to be extended or retracted as needed while supported by theBEV 100. Two sprockets or gears 208 a and 208 b are disposed on theshaft 206 such that when the shaft 206 rotates, the sprockets 208 a and208 b also rotate. In some embodiments, the sprockets 208 a and 208 band the shaft 206 may be coupled such that the sprockets 208 a and 208 brotate at a greater or reduced rate as compared to the shaft 206.

The sprockets 208 a and 208 b engage with a chain, belt, gearing,pulley, or similar device 204 a and 204 b, respectively. The chains 204a and 204 b cause one or more devices (not shown in this figure) coupledvia the chains 204 a and 204 b to rotate at a rate that corresponds tothe rate of rotation of the sprockets 208 a and 208 b. In someembodiments, the one or more devices coupled to the sprockets 208 a and208 b via the chains, gearing, pulley, or similar device 204 a and 204 bare components of or otherwise coupled to the OBCS 210. For example, thedevices to which the sprockets 208 a and 208 b are coupled via thechains (and so forth) 204 a and 204 b provide power (for example, by wayof kinetic energy) to the OBCS 210 to enable the OBCS 210 to charge theBEV 100 while the BEV 100 is in motion. Thus, in some embodiments, thedevices to which the sprockets 208 a and 208 b are coupled via thechains 204 a and 204 b may include generators, alternators, or similarmechanical to electrical energy conversion devices, as described infurther detail below. In some embodiments, the small motor describedabove may act as a fail over motor to drive the shaft driving thegenerators 302 a and 302 b should one of the chains 204 a and 204 bfail.

In some embodiments, the OBCS 210 includes any existing, off the shelfBEV charger or a custom developed BEV charger, such as a level 1electric vehicle charger, a level 2 electric vehicle charger, a level 3electric vehicle charger, and so forth. The OBCS 210 may couple to thecharging port of the BEV 100, thereby allowing the OBCS 210 to chargethe battery 102 of the BEV 100. Alternatively, the OBCS 210 may providecharge wirelessly to the wireless power antenna of the BEV 100. In someembodiments, the OBCS 210 may be used in conjunction with power receivedvia the charging port when the OBCS 210 provides power via the wirelesspower antenna or in conjunction with power received via the wirelesspower antenna when the OBCS 210 provides power via the charging port.Thus, charging by an external system (for example, stationary chargingsystems) may occur in conjunction with charging by the OBCS 210.

The level one charger generates a charge for the battery 102 of the BEV100 based on a 120-volt (V) alternating current (AC) connection, whichis generally referred to as a standard household wall outlet. Chargetimes with the level 1 charger are generally longer than those for otherchargers. Generally, the level one charger may charge the battery 102 ofthe BEV 100 at a rate of 4-8 miles per hour (MPH) of charging. The level2 charger generates the charge for the battery 102 of the BEV 100 basedon a 240 VAC connection. Charge times with the level 2 charger aregenerally much quicker than those with the level one charger but slowerthan the level 3 charger. The level 2 charger may generally charge thebattery 102 of the BEV 100 at a rate of 15-30 miles per hour ofcharging. The level 3 charger generates the charge for the battery 102of the BEV 100 based on a 480 V direct current (DC) connection. Chargetimes with the level 3 charger are generally much quicker than thosewith the level 2 charger. The level 3 charger may generally charge thebattery 102 of the BEV 100 at a rate of 45+ miles per half-hour ofcharging. Higher level chargers may provide greater levels of energy tothe BEV 100 to allow the battery 102 to be charged at faster rates thaneven the level 3 charger.

In some embodiments, the BEV 100 includes multiple fifth wheels 202,sprockets 208, and/or chains 204 coupling the sprockets 208 to one ormore devices. The one or more fifth wheels 202 and the corresponding oneor more sprockets 208 may rotate with one or more corresponding shafts206. In some embodiments, each fifth wheel 202 is mounted via itsrespective shaft 206 to its own support structure 200. In someembodiments, each fifth wheel 202, when additional fifth wheels 202exist, is coupled to its own energy conversion device(s) through one ormore sprockets 208 and chains 204 that rotate with the correspondingshaft 206 of the additional fifth wheels 202. By including additionalfifth wheels 202, more mechanical energy may be converted to electricalenergy for supply by the OBCS 210 as compared to with a single fifthwheel 202.

FIG. 3 is a diagram of the fifth wheel 202 of FIG. 2 mechanicallycoupled to two generators 302 a and 302 b that convert mechanicalrotation of the fifth wheel 202 into electrical energy outputs, inaccordance with an exemplary embodiment. In some embodiments, thegenerators 302 a and 302 b may be replaced with alternators or similarelectricity generating devices. Each of the generators 302 a and 302 bhas a rotor coupled to a drive pulley 304 a and 304 b, respectively. Thedrive pulley 304 of each generator 302 may rotate, causing thecorresponding rotor to rotate and causing the generators 302 to generatean electrical energy output via a cable (not shown in this figure). Thedrive pulleys 304 a and 304 b are coupled to the fifth wheel 202 via oneof the sprockets 208 a and 208 b and one of the chains 204 a and 204 b,respectively. The cable may supply any generated electrical energyoutput to the OBCS 210 as an input energy to the OBCS 210. In someembodiments, the two generators 302 a and 302 b may be replaced by anynumber of generators 302, from a single generator to many generators. Insome embodiments, the generators 302 may generate AC electricity or DCelectricity, depending on the application. When the generators 302generate AC power, an AC-to-DC converter may be used to condition andconvert the generated electricity for storage. When the generators 302generate DC power, an DC-to-DC converter may be used to condition thegenerated electricity for storage.

As described above, the fifth wheel 202 is designed to rotate when theBEV 100 is in motion and the fifth wheel 202 is extended and/orotherwise in contact with the ground or road surface (or otherwise beingdriven while the BEV is in motion). When the fifth wheel 202 rotates,that rotation causes the shaft 206 to rotate, causing the sprockets 208a and 208 b to also rotate. Accordingly, the chains 204 a and 204 bcoupled to the sprockets 208 a and 208 b move or rotate around thesprockets 208 a and 208 b, respectively. The movement of the chains 204a and 204 b while the BEV 100 is in motion and the fifth wheel 202 is incontact with the ground causes the pulleys 304 a and 304 b of the rotorsof the generators 302 a and 302 b, respectively, to rotate. As describedabove, the rotation of the pulleys 304 of the generators 302 causes therotors of the generators 302 to rotate to cause the generators 302 togenerate the electrical energy output via the cable, where theelectrical energy output corresponds to the mechanical rotation of thepulleys 304. Thus, rotation of the fifth wheel 202 causes the generators302 a and 302 b to generate electrical energy outputs. In someembodiments, the generators 302 a and 302 b (in combination and/orindividually) may generate electrical energy outputs at greater than 400VAC (for example in a range between 120 VAC and 480 VAC) delivering upto or more than 120 kW of power to the OBCS 210. In some embodiments,the power output of the generators 302 a and 302 b, in combinationand/or individually, may range between 1.2 kilowatts (kW) and 120 kW,for example 1.2 kW, 3.3 kW, 6.6 kW, 22 kW, 26 kW, 62.5 kW, and 120 kW,and so forth. In some embodiments, the generators 302 a and 302 bprovide up to or more than 150 kW of power. The power provided by thegenerators may be adjusted by adjusting the particular generators usedor by otherwise limiting an amount of power being delivered from theOBCS 210 to the battery 102 (or similar charge storage devices), asneeded.

In some embodiments, the fifth wheel 202 may be designed to be smallerin diameter than the wheels 106 of the BEV 100. By making the fifthwheel 202 smaller in diameter than the wheels 106 of the BEV 100, thefifth wheel 202 may rotate more revolutions per distance traveled thanthe wheels 106. Accordingly, the fifth wheel 202 rotates at a faster RPMthan the wheels 106. The shaft 206, coupled to the fifth wheel 202, hasa smaller diameter than the fifth wheel 202. The sprockets 208 a and 208b coupled to the shaft 206 have a larger diameter than the shaft 206 buta smaller diameter than the fifth wheel 202. In some embodiments, thediameters of the various components (for example, the fifth wheel 202,the shaft 206 and/or the sprockets 208 a and 208) may be varied tofurther increase the rate of rotation (or rotational speed) of thecorresponding components. In some embodiments, the diameter of the fifthwheel 202 may be reduced further as compared to the wheels 106. In someembodiments, gearing between the fifth wheel 202 and the shaft 206and/or between the shaft 206 and the sprockets 208 a and 208 b mayfurther increase the difference in the rotational rates or speeds of thevarious components as compared to the wheel 106.

As shown in FIG. 3 , the pulleys 304 (and the rotors) of the generators302 have a smaller diameter than the sprockets 208. Accordingly, thepulleys 304 may rotate at a faster or greater RPM than the sprockets 208and the fifth wheel 202. Accordingly, the rotors of the generators 302coupled to the pulleys 304 may rotate at a faster RPM (as compared tothe fifth wheel 202) and generate electrical energy that is output tothe OBCS 210 via the cable described above. In some embodiments,adjusting the diameters of the various components described herein tocause the pulleys 304 a and 304 b to rotate at different RPMs and cancause the generators 302 a and 302 b to generate different amounts ofpower for transmission to the OBCS 210 (for example, faster rotation mayresult in more power generated by the generators 302 a and 302 b thanslower rotation). By varying the sizing of the various components, therotors of the generators 302 a and 302 b may rotate at greater orsmaller rotation rates. The greater the rotational rate, the more powerthat is generated by the generators 302 a and 302 b. Thus, to maximizepower generation by the generators 302 a and 302 b, the variouscomponents (for example, the fifth wheel 202, the shaft 206, thesprockets 208, the pulleys 304, and so forth), may be sized to maximizethe rotation rate of and power generated by the generators 302.

In some embodiments, the wheels 106 of the BEV 100 may be between 15″and 22″ in diameter, inclusive. Specifically, the wheels 106 of the BEV100 may be 15″, 16″, 17″, 18″, 19″, 20″, 21″, or 22″ in diameter. Thecorresponding fifth wheel 202 may be between 7″ and 13″, inclusive.Specifically, the fifth wheel 202 may be 7″, 8″, 9″, 10″, 11″, 12″, or13″ in diameter. In some embodiments, the fifth wheel 202 has a diameterselected such that the ratio of the diameter of the wheel 106 to thediameter of the fifth wheel 202 meets a certain threshold value (forexample, 1.5:1, 1.6:1, 1.7:1, 1.8:1, 1.9:1, 2:1, 3:1, 15:1 and soforth). This means that the fifth wheel 202 may rotate at a speed suchthat a ratio of the rotation speed of the fifth wheel 202 to therotation speed of the wheel 106 is the same as the ratio between thediameter of the fifth wheel 202 to the diameter of the wheel 106.

In some embodiments, the sprockets 208 a and 208 b may have a diameterthat is approximately half the diameter of the fifth wheel 202. Forexample, a ratio of the diameter of the fifth wheel 202 to the sprockets208 a and 208 b may be approximately 2:1 such that the sprockets 208 aand 208 b rotate at approximately twice the rotational speed or RPMs asthe fifth wheel 202. More specifically, the diameter of the sprockets208 a and 208 b may be between 3″ and 5″, where the diameter is one of3″, 4″, and 5″. Similarly, the sprockets 208 a and 208 b may have alarger diameter than the pulleys 304 a and 304 b; for example, thepulleys 304 a and 304 b may have diameters of less than 5″ (morespecifically, one or more of 1″, 2″, 3″, 4″, and 5″, inclusive). Theresulting rotation of the pulleys 304 a and 304 b occurs at sufficientlyhigh, sustained speeds or RPMs that the corresponding generators 302 aand 302 b generate electrical power at levels sufficient to energy theOBCS 210 to charge the battery 102 of the BEV 100 while the BEV 100 isin motion.

As the rotors for the generators 302 a and 302 b rotate, they induce amagnetic field within windings in stator coils of the generators 302 aand 302 b. The magnetic field generated within the coils may becontrolled (for example, increased or decreased) by changing a number ofcoils in each of the generators 302 a and 302 b, thus changing thesizing of the generators 302 a and 302 b. The energy generated by thegenerators 302 a and 302 may be varied (for example, increased ordecreased) by introducing and/or changing a number of capacitors orother components utilized in conjunction with the generators 302 a and302 b (for example, within the generators 302 a and 302 b or in seriesdownstream of the generators 302 a and 302 b), and/or by using apermanent magnet coil in the generators 302. The magnetic fieldgenerated within the coils may be directly related to the energy (forexample, a current) generated by the generators 302 a and 302 b. In someembodiments, the magnetic field is related to the torque on thegenerator such that as the torque on the generator increases, themagnetic field rises. As such, to reduce wear and tear on components inthe BEV 100 and to optimize voltage generation, the magnetic field ismanaged as described herein. In some embodiments, when the fifth wheel202 comprises the small motor as described above, the small motor is anAC or DC motor and acts as a fail over device that is coupled directlyto the rotors of the generators 302 such that the small motor is able todrive the generator should the pulley 204, the fifth wheel 202, or otherdevice coupling the fifth wheel 202 to the generators 302 fail.

FIG. 4 is an alternate view of the two generators 302 a and 302 b ofFIG. 3 and cabling 402 a and 402 b that couples the generators 302 a and302 b to a battery charger 403 coupled to a charging port for the BEV100, in accordance with an exemplary embodiment. The generators 302 aand 302 b are shown with cables 402 a and 402 b, respectively, thatcouple the generators 302 a and 302 b to the charger 403 (e.g., thebattery and/or capacitor charger). The OBCS 210 may include the charger403 described herein. The charger 403 may comprise one or more othercomponents or circuits used to rectify or otherwise condition theelectricity generated by the generators 302 a and 302 b. For example,the one or more other components or circuits may comprise one or more ofa matching circuit, an inverter circuit, a conditioning circuit, arectifying circuit, a conversion circuit, and so forth. The matchingcircuit may match conditions of a load to the source (for example,impedance matching, and so forth). The conversion circuit may comprise acircuit that converts an alternating current (AC) signal to a directcurrent (DC) signal, a DC/DC conversion circuit, a DC/AC conversioncircuit and so forth. The conditioning circuit may condition a signalinput into the conditioning circuit, and the rectifying circuit mayrectify signals. In some embodiments, the support structure 200 may bemounted to the BEV 100 with a shock system or springs 404 to assist withreducing impacts of the road, etc., on the BEV 100 and/or the OBCS 210.

In some embodiments, a rate of rotation of seven hundred (700)revolutions or rotations per minute (RPM) for the fifth wheel 202identifies a lowest threshold RPM of the fifth wheel 202 at which thegenerators 302 a and 302 b will provide sufficient electrical power tocharge the battery 102 of the BEV 100 via the OBCS 210. In someembodiments, the fifth wheel 202 may rotate at 3,600 or 10,000 RPM orthe generators 302 a and 302 b (and/or the generator unit 710 describedbelow) may rotate at 3,600 or 10,000 RPM. Furthermore, at or above 700RPMs for the fifth wheel 202, the fifth wheel 202 (and/or any coupledflywheel) may be capable of maintaining its rate of rotation (forexample, the 700 RPMs) even if the fifth wheel 202 it not kept incontact with the ground or road surface while the BEV 100 is moving. Forexample, the fifth wheel 202 may have a driven mass (referenced hereinas “mass”) of between 15 and 75 kilograms (for example, one of 15, 20,25, 30, 35, 40, 45, 50, 55, 60, 65, 70, and 75 kilograms and so forth,or any value therebetween) and the mass may enable the fifth wheel 202to continue to rotate when not driven by the contact with the ground dueto inertia of the fifth wheel 202. For example, once the fifth wheel 202reaches at least 700 RPMs, the fifth wheel 202 may be retracted fromcontact with the ground or road surface and continue to rotate at atleast 700 RPMs based on the inertia of the fifth wheel 202 (and/or anycoupled flywheel), enabling the generators 302 a and 302 b to continuegenerating power to charge the battery 102 of the BEV 100 when the fifthwheel 202 is retracted. Furthermore, at fifth wheel 202 RPMs greaterthan or equal to 700 RPMs, the corresponding diameters of the componentsbetween the fifth wheel 202 and the generators 302 a and 302 b (forexample, the sprockets 208 a and 208 b, the pulleys 304 a and 304 b, andso forth) cause the generators 302 a and 302 b to generate sufficientpower (for example, between 1.2 kW and 120 kW or more) to charge thebattery 102 of the BEV 100 using the charger 403 at a rate that isgreater than a discharge rate of the battery 102 driving the motor 104and wheels 106 of the BEV 100 to keep the BEV 100 in motion. Thus, atfifth wheel 202 speeds of at least 700 RPM, the generators 302 a and 302b generate sufficient electrical energy to replenish the battery 102 asthe motors 104 and the wheels 106 move the BEV 100 and drain battery102. Thus, the fifth wheel 202 may be used to regenerate the battery 102while the BEV 100 is in motion, therefore extending a range of the BEV100. In some embodiments, the OBCS 210 enables the harvesting ofmechanical energy from the movement of the BEV 100 before the suchenergy is lost to heat or friction, and so forth. Thus, the OBCS 210, asdescribed herein, may convert kinetic energy that may otherwise be lostto electrical energy for consumption by the BEV 100. In someembodiments, the generators 302 a and/or 302 b may each generate avoltage of up to 580 VAC when driven by the fifth wheel 202, for exampleat the rotational speed of between about 700 and 10,000 RPM.

In some embodiments, the fifth wheel 202 or other small motor may becoupled to a flywheel (not shown in this figure) that is configured togenerate the inertia used to store kinetic energy of the BEV 100. Insome embodiments, the flywheel may be selectively coupled to the fifthwheel 202 or other small motor to allow the flywheel to be selectivelyengaged with the fifth wheel 202, for example when the BEV 100 isslowing down, when the BEV 100 is accelerating, and so forth.Additionally, the flywheel may be coupled to the fifth wheel 202 via aclutch or similar coupling to allow the flywheel to be driven by thefifth wheel 202 or small motor but not allow the flywheel to drive thefifth wheel 202 or small motor. When the flywheel is included, theflywheel may have a mass of between 15 and 75 kilograms (for example,one of 15, 20, 25, 30, 35, 40, 45, 50, 55, 60, 65, 70, and 75 kilogramsand so forth, or any value therebetween).

In some embodiments, the one or more other components or circuits (e.g.,the capacitors, matching, filtering, rectifying, and so forth, circuits)clean, convert, and/or condition the electricity provided by thegenerators 302 a and 302 b before the electricity reaches the charger403 and/or motor 104. For example, cleaning and/or conditioning theelectricity may comprise filtering the electricity or matching of valuesbetween a load and a source. Converting the electricity may compriseconverting an AC signal to a DC signal, or vice versa (for example,converting an AC signal generated by the generators 302 a and 302 b to aDC signal for storage in the battery 102 or similar energy storagedevice). Cleaning, converting, and/or conditioning the electricityprovided to the charger 403 may help maintain operation of the charger403 and reduce fluctuations in the quality of electricity consumed bythe charger 403 to charge the battery 102 (or other charge storagedevice) or drive the motors 104 or the motors 104 to drive the BEV 100.In some embodiments, the charger 403 may be selectively coupled directlyto the motor 104 instead of having to feed electricity through thebattery 102 to then feed the motor 104. Cleaning the energy provided tothe charger 403 or the motor 104 may also reduce risk of damage to thecharger 403 and/or the motor 104 that may be caused by the electricityfrom the generators 302 a and 302 b. In some embodiments, one or more ofthe circuits described above may reduce and/or control variance in theelectricity generated by the generators 302 a and 302 b. Similarly,changes in the generators 302 a and 302 b (for example, inclusion ofdifferent circuits in the generators 302 a and 302 b themselves) maycause the generators 302 a and 302 b to reduce and/or control varianceof the magnetic fields generated in and the electricity generated by thegenerators 302 a and 302 b. In some embodiments, the charger 403 may besynchronized with the generators 302 a and 302 b (or other similargenerator units).

In some embodiments, the extending and retracting of the fifth wheel 202may occur based on communications with the controller that monitors thestate of charge of the battery 102 and/or demand from the motor 104. Forexample, when the controller determines that the battery 102 requires acharge or the motor demands electricity (for example, the BEV 100 isaccelerating), the controller issues a signal to a fifth wheel 202control system that causes the fifth wheel 202 to be extended to be incontact with the ground or road surface while the BEV 100 is in motion.Once the fifth wheel 202 reaches an RPM of at least 700 RPM, the rate ofrotation (for example, the RPMs) of the fifth wheel 202 may becontrolled and/or monitored such that the battery 102 is charged suchthat the charge of the battery 102 is maintained or increased or suchthat the motor 104 is provided with sufficient energy to drive the BEV100. For example, if the controller determines that the battery 102needs to be charged while the BEV 100 is in motion, the controller mayissue the signal to charge the battery 102 to the fifth wheel 202system. This signal may cause the fifth wheel 202 system to extend thefifth wheel 202 to contact the ground or road surface. When the fifthwheel 202 reaches 700 RPM while the BEV 100 is moving, the generators302 a and 302 b generate sufficient electrical energy to charge thebattery 102 at a rate greater than it is being discharged by the motor104 to move the BEV 100 or to feed the motor 104 at a level sufficientto fully drive the BEV 100. As the controller monitors the charge of thebattery 102 or the demand from the motor 104, when the charge level orthe charge state of the battery 102 or the motor demand 104 reaches asecond threshold, the controller may issue a second signal to stopcharging the battery 102 or stop feeding the motor 104. This secondsignal may cause the fifth wheel 202 to be retracted or otherwisedisconnect the feed of electricity from the battery 102 or the motor104.

In some embodiments, retracting the fifth wheel 202 occurs in acontrolled matter. In some embodiments, the fifth wheel 202 continues torotate when it is initially retracted and no longer in contact with theground or road surface. As such, the generators 302 a and 302 b coupledto the fifth wheel 202 continue to generate electrical energy while thefifth wheel 202 continues to rotate based on its inertia. The controllermay issue the second signal before the battery 102 is fully charged soas to not waste any energy generated by the generators 302 a and 302 b.In some embodiments, energy generated by the generators 302 a and 302 bmay be offloaded from the BEV 100, for example to a land-based grid orenergy storage device (for example, a home battery, and so forth).

In some embodiments, the controlled deceleration of the rotation of thefifth wheel 202 when the fifth wheel 202 is retracted occurs due to abrake or similar component that causes the fifth wheel 202 to stoprotating in a controlled manner. In some embodiments, the brake mayinclude a physical brake or other slowing techniques. In someembodiments, the braking of the fifth wheel 202 is regenerative toprovide energy to the battery 102 or the motor 104 while the fifth wheel202 is braking.

In some embodiments, as described above, the fifth wheel 202 extends inresponse to the first signal from the controller requesting that thebattery 102 of the BEV 100 be charged. As noted above, the fifth wheel202 may have a mass that allows the fifth wheel 202 to continue torotate under inertia, etc., when the fifth wheel 202 is retracted and nolonger in contact with the ground or road surface while the BEV is inmotion. In some embodiments, the fifth wheel 202 is coupled to theflywheel or similar component that spins under the inertia, etc., afterthe fifth wheel 202 is retracted from the ground or road surface. Basedon the inertia of the fifth wheel 202 or the flywheel or similarcomponent, mechanical energy may be generated from the movement of theBEV 100 and stored for conversion to electricity (for example, by thegenerators 302 a and 302 b, etc.).

Once the fifth wheel 202 is extended to contact the ground or roadsurface, the fifth wheel 202 begins rotating when the BEV 101 is moving.Due to the smaller size of the fifth wheel 202, as described above, thefifth wheel 202 rotates with more RPMs than the wheels 106 of the BEV100. While the fifth wheel 202 rotates, the sprockets 208 a and 208 bdescribed above also rotate, causing the generators 302 a and 302 b togenerate electrical energy. The continued reduction in diameters ofcomponents between the wheels 106 and the pulleys 304 of the generators302 ensures that the generators 302 rotate at a sufficiently fast rate(RPMs) that they generate power to supply to the OBCS 210, as describedherein. The electrical energy is fed to the OBCS 210, which charges theBEV 100 via the charging port of the BEV 100, or directly to the motor104. The fifth wheel 202 is retracted in response to the second signalfrom the controller, and may or may not continue to rotate and generateelectricity under its inertia.

As described above, due to the mass and other properties of the fifthwheel 202 or the flywheel or similar components, the fifth wheel 202 orthe fly wheel or similar components may continue to rotate or otherwisemaintain some mechanical energy though the fifth wheel 202 is no longerin contact with the ground or road surface while the BEV 100 is moving.In some embodiments, the fifth wheel 202, once it reaches the 700 RPMsdescribed above, is able to maintain its rotation even though the fifthwheel 202 is no longer being “driven” by the ground or road surface whenthe BEV 100 is moving. As such, the generators 302 a and 302 b are ableto continue to generate electrical energy for charging the battery 102or feeding the motor 104 of the BEV 100 via the OBCS 210. In someembodiments, the fifth wheel 202 or the flywheel or similar componentsmay continue to generate mechanical energy that is converted toelectrical energy by the generators 302 a and 302 b until the fifthwheel 202 or flywheel or similar components are stopped using the brakeor similar components, as described above, or until the fifth wheel 202or flywheel or similar components stop rotating due to friction. In someembodiments, the fifth wheel 202 or flywheel may be replaced with ageared motor or similar component that is smaller in diameter than thewheels 106.

In some embodiments, the OBCS 210 includes a second controller thatcommunicates with the controller of the BEV 100. In some embodiments,the second controller is configured to monitor and/or control one ormore of the fifth wheel 202, the generators 302 a and 302 b, and/or theOBCS 210 to control generating a charge for the battery 102 or the motor104. In some embodiments, the second controller may be configured toengage the brake or otherwise control the fifth wheel 202 to slow thefifth wheel 202 in a controlled manner, for example based on whether ornot the OBCS 210 can accept electricity from the generators 302 a and302 b. In some embodiments, the second controller may prevent thebattery 102 from being overcharged by the OBCS 210. In some embodiments,the OBCS 210 may include controls, etc., to prevent overcharging of thebattery 102. In some embodiments, the second controller may beconfigured to disengage a safety or control that would prevent the BEV100 from charging while moving or to control whether and when the OBCS210 provides electricity directly to the motor 104 as opposed to thebattery 102.

In some embodiments, the OBCS 210 includes a circuit breaker, fusedconnection, contactor, or similar electrically or mechanicallyswitchable circuit element or component (not shown) designed to protectdownstream components from the electrical output, for example, an excesscurrent signal. In some embodiments, the circuit breaker is installed inseries between the generators 302 a and 302 b and the charger 403 or inseries between the charger 403 and the BEV charging port. In someembodiments, the circuit breaker is controlled by one or more of thecontroller of the BEV or the second controller of the OBCS 210 anddisconnects downstream components from any upstream components. Forexample, if the battery 102 reaches a full state while being charged bythe OBCS 210 or the motor 104 stops requesting energy, the BEVcontroller may send a signal to the circuit breaker to open thecircuit/path between so that the battery 102 and/or the motor 104 is nolonger receiving electricity from the OBCS 210. In some embodiments, thecircuit breaker receives the “open” command or signal from the secondcontroller of the OBCS 210, which receives a signal that the battery 102is in the fully charged state or the motor 104 no longer demands energyfrom the BEV controller. In some embodiments, the similar “stopcharging” command may be provided to the OBCS 210 (from one or both ofthe BEV controller and the second controller of the OBCS 210) and theOBCS 210 may stop providing a charge to the BEV based on receipt of sucha command.

In some embodiments, the battery 102 may have an input path by which thebattery 102 is charged and an output path by which the battery 102 isdischarged. In some embodiments, the input path may be similar (forexample, in routing) to the output path. In some embodiments, the inputand output paths may be different (for example, in routing). In someembodiments, the input path includes a single input node by which acharge is received to charge the battery 102. For example, the singleinput node is coupled to the charging port of the BEV 100 and/or theregenerative braking system described above. In some embodiments, theinput path includes a plurality of input nodes individually coupled todifferent charge sources. For example, a first input node is coupled tothe charging port of the BEV 100 while a second input node is coupled tothe regenerative braking port. As other charge sources are introduced,for example a capacitor array, another battery, a range extendinggenerator, or another charge storage device, as described in furtherdetail below, additional input nodes may be added to the battery 102 orthe other charge sources may be coupled to the single input node alongwith the charging port and the regenerative braking system. Similarly,the output path may include a single output node or a plurality ofoutput nodes by which the battery 102 are discharged to one or moreloads, such as the electric motors 104 that move the BEV 100, an DC/ACconverter, or the other battery, capacitor, or charge storage device.

FIG. 5 is a diagram of the exemplary BEV 500 of FIG. 1 incorporating oneor more capacitor modules 502 as a supplemental and/or intermediateenergy storage device. In some embodiments, the capacitor modules 502are disposed alongside the battery 102. The capacitor modules 502 andthe battery 102 are electrically coupled to at least one deep cyclebattery 504. The capacitor modules 502 and the deep cycle battery 504may be coupled to a DC-to-DC converter 506 that the battery 102 providesenergy to the capacitor modules 502 and/or to the deep cycle battery 504and vice versa.

The battery 102 (for example, battery energy storage devices) asdescribed herein generally store energy electrochemically. As such, achemical reaction causes the release of energy (for example,electricity) that can be utilized in an electric circuit (for example,any of the circuits or motors described herein). In some embodiments,the battery 102 that is predominantly used in BEVs 500 is a lithium ionbattery. Lithium ion batteries use lithium ion chemical reactions todischarge and charge the batteries. Due to the corresponding chemicalprocesses associated with the charging and discharging, the charging anddischarging of the battery 102 may be relatively time consuming.Additionally, the charging and discharging of the battery 102 maydegrade the chemical components (for example, the lithium) within thebattery 102. However, the battery 102 is capable of storing largeamounts of energy and, thus, have high energy densities.

An alternative energy storage device is the capacitor (for example,supercapacitor and/or ultracapacitor) module 502 or energy storagedevice. The capacitor module 502 may store energy electrostaticallyinstead of chemically. The capacitor module 502 may be charged and/ordischarged more quickly than the battery 102. The capacitor module 502may be smaller in size than the corresponding battery 102 and, thus, mayhave a higher power density as compared to the corresponding battery102. However, while the capacitor module 502 may be charged and/ordischarged more quickly than the corresponding battery 102, thecapacitor module 102 may have a lower energy density as compared to thebattery 102. As such, for the capacitor module 502 to have acorresponding energy density as compared to the corresponding battery102, the capacitor module 502 will have to be physically much largerthan the corresponding battery 102.

In some embodiments, the capacitor modules 502 may be used incombination with the battery 102. For example, as shown in FIG. 5 , theBEV 500 may include one or more the capacitor modules 502 installedalongside the battery 102. In some embodiments, the BEV 500 includes aplurality of capacitor modules 502. In some embodiments, one or morebatteries 102 are replaced with one or more capacitor modules 502. Asshown, the capacitor modules 502 may be connected in series or inparallel with the battery 102, dependent on the use case. For example,the capacitor modules 502 may be connected in series or parallel withthe battery 102 when supplementing the voltage in the battery 102 orwhen charging the battery 102 and/or the capacitor modules 502.Therefore, the battery 102 and the capacitor modules 502 may providevoltage support to each other. As such, the capacitor modules 502 mayprovide supplemental energy when the battery 102 are discharged or beused in place of the battery 102 altogether.

In some embodiments, the capacitor modules 502 provide a burst of energyon demand to the battery 102 or to the motor 104. For example, thecapacitor modules 502 are coupled to the vehicle (or another) controllerthat monitors a charge level of the battery 102 and/or an energy demandof the motors 104. The controller may control coupling of the capacitormodules 502 to the battery 102 to charge the battery 102 with the burstof energy from the capacitor modules 502 when the charge level of thebattery 102 falls below a threshold value or may couple the capacitormodules 502 to the battery 102 to supplement an output energy of thebattery 102.

The deep cycle battery 504 may be disposed at any location in the BEV500 such that the deep cycle battery 504 is electrically coupled to thecapacitor modules 502, the battery 102, and the generators 302 a and 302b. The deep cycle battery 504 (or the battery 102 or the capacitormodule 502) may provide a sink or destination for excess energygenerated by the generator 302 a and 302 b. For example, when thegenerators 302 a and/or 302 b generate energy and the capacitor modules502 and the battery 102 are fully charged and/or otherwise unable toaccept additional charge, the excess energy generated by the generators302 and/or 302 b may be stored in the deep cycle battery 504. Thisexcess energy may then be fed back into the generators 302 a and 302 bor back into the battery 102 and/or the capacitor modules 502. In someembodiments, when excess energy overflows to the deep cycle battery 504,the deep cycle battery 504 provides backup power to the BEV 500 and/orprovide power to any components of the BEV 500, for example providingstarting assistance if needed. As such, the deep cycle battery 504 maybe coupled to the battery 102 and the capacitor modules 502 in areconfigurable manner such that the deep cycle battery 504 may be usedfor storage of the overflow energy but also be connected to providepower to the battery 102 and/or the capacitor modules 502. In someembodiments, the deep cycle battery 504 provides load balancing to thebattery 102 and/or the capacitor modules 502. In some embodiments, thecapacitor modules 502 and/or the deep cycle battery 504 feeds power backto the generators 302 a and 302 b and/or directly into one of thebattery 102 and/or the capacitor modules 502. In some embodiments, thedeep cycle battery 504 couples directly to a load of the BEV 500. Thus,in some embodiments, one or more components of the BEV 500 (for example,one or more motors 104, the drivetrain, auxiliary systems, heat,ventilation, and air conditioning (HVAC) systems, and so forth) receivespower from one or more of the battery 102, the capacitor modules 502,and the deep cycle battery 504. In some embodiments, when the generators302 a and/or 302 b generate energy and the battery 102 is fully chargedand/or otherwise unable to accept additional charge and the motors 104do not need any energy, the energy generated by the generators 302 a and302 b may be excess energy. This excess energy may be stored in thecapacitor module 502. This excess energy may then be fed back into thegenerators 302 a and 302 b or back into the battery 102 and/or the motor104. In some embodiments, when excess energy overflows to the capacitormodule 502, the capacitor module 502 provides backup power to the BEV500 and/or provides power to any components of the BEV 500, for exampleproviding starting assistance if needed.

The DC-to-DC converter 506 may provide energy conversion between thegenerators 302 and one or more of the capacitor modules 502 and the deepcycle battery 504. In some embodiments, the DC-to-DC converter 506 isintegrated with the OBCS 210. For example, the DC-to-DC converter 506 isa component of the OBCS 210 that provides voltage conversion to chargethe battery 102 and also charge the capacitor modules 502 and/or thedeep cycle battery 504. In some embodiments, the deep cycle battery 504and the capacitor modules 502 are not coupled to the OBCS 210 andinstead receive their energy directly from the generators 302, forexample via the DC-to-DC converter 506. In some embodiments, theDC-to-DC converter 506 may comprise one or more components in thecharger 403.

As shown in FIG. 5 , the various components of the BEV 500 areintegrated such that power generated by the fifth wheel 202 or a similarenergy generation, regeneration, or recovery system (for example,regenerative braking, solar panels, and so forth) is stored in any ofthe battery 102, the capacitor modules 502, and the deep cycle battery504. In some embodiments, the deep cycle battery 504 and/or thecapacitor modules 502 provide load balancing for the battery 102, andvice versa. As such, the deep cycle battery 504 and/or the capacitormodules 502 may be coupled (in a switchable manner) to both the outputof the generators 302 (via the DC-to-DC converter 506 and/or the OBCS210) and also the input of the generators 302. Alternatively, the deepcycle battery 504 and/or the capacitor module 502 couples (in aswitchable manner) to both the output of the battery 102 and also theinput of the battery 102. In some embodiments, the outputs of the deepcycle battery 504 and the capacitor modules 502 couple with thegenerators 302 a and 302 b to ensure that the battery 102 is chargedwith a sufficient voltage level.

FIGS. 17A-17B illustrate an example embodiment of an energy storagesystem of an electric vehicle. The energy storage system may beincorporated into, or implemented by, the chargers and/or other energystorage systems described herein. The energy storage system may comprisean ultracapacitor storage bank 1702 and, optionally, a battery storagedevice. The ultracapacitor storage bank 1702 may comprise a plurality ofultracapacitors, or supercapacitors, such as the capacitor modules 502described elsewhere herein. Ultracapacitors and supercapacitors may beused interchangeably herein and may include a high-capacity capacitor aswould be understood by one of ordinary skill in the art. Theultracapacitors may be arranged as one or more arrays or groups ofultracapacitors or capacitor modules that are electrically coupled toeach other and operate collectively or that are not electrically coupledto each other and operate independently. The arrays or groups may bearranged on the same electrical substrate or circuit boards or ondifferent electrical substrates or circuit boards. The ultracapacitors(independently or as an integrated system) may be operatively connected(e.g., electrically coupled) to components of the energy storage systemor energy or power generation devices (e.g., a generator 1701 (which mayincorporate structural and functional features of the generatorsdescribed herein, such as generators 302), a motor 1710 (which mayincorporate structural and functional features of the motors describedherein, such as motor 104). In accordance with several embodiments, theenergy storage system may advantageously not comprise lithium ionbatteries.

The ultracapacitor storage bank 1702 may be electrically coupled to oneor more generators (e.g., generator 1701 illustrated in FIG. 17A).Energy generated at the generator 1801, for example by rotation of thefifth wheel 202 as described elsewhere in conjunction with fifth wheelsystems herein, may be provided to the ultracapacitor storage bank 1702.For example, the fifth wheel 202 may generate energy to charge one ormore ultracapacitors of the ultracapacitor storage bank 1802 (e.g., asthe fifth wheel 202 rotates at over 5000 RPM even at relatively lowspeeds). Energy provided to the ultracapacitor storage bank 1702 maycharge each of the one or more ultracapacitors of the ultracapacitorstorage bank 1702. The one or more ultracapacitors may be chargedsimultaneously or sequentially. The ultracapacitors may be charged in anorder that is determined based in part on their existing charge level.For example, an ultracapacitor that has the lowest charge level may becharged first and then proceed to the ultracapacitor with the nextlowest charge level, and so on. Each ultracapacitor may be fully chargedor charged to a certain threshold charge level before proceeding on tothe next ultracapacitor.

The ultracapacitor storage bank 1702 may provide energy to a batteryand/or the motor 1710 of the electric vehicle. The plurality ofultracapacitors may be in direct electrical connection with the motor1710 of the vehicle. In some embodiments, the battery (e.g., battery 102as described herein) provides energy to the motor 1710 of the vehicleonly upon starting the vehicle. The plurality of ultracapacitors mayprovide energy to the motor 1710 simultaneously or singly (e.g.,independently). For example, one ultracapacitor may provide energy tothe motor 1710 while one or more other ultracapacitors are not providingenergy to the motor 1710. The ultracapacitor storage bank 1702 mayinclude electrical circuit switches that toggle on and off electricalcoupling of the respective ultracapacitors between an active energydelivery state and a charging or energy storage state. In someembodiments, the switches are automatically controlled based on chargelevels. In some embodiments, the switches are controlled via theselectors 1802 described below in connection with FIG. 18 .

FIG. 18 illustrates an example dashboard 1800 that may be used inconjunction with the ultracapacitor storage bank 1702. The dashboard1800 may include one or more displays 1802. The dashboard 1800 may be inelectrical connection with the ultracapacitor storage bank 1702, forexample the dashboard 1800 may be electrically connected to each of theultracapacitors.

The dashboard 1800 may monitor a charge level of each of the one or moreultracapacitors of the ultracapacitor storage bank 1702. The dashboard1800 may display a charge level of each of the one or moreultracapacitors of the ultracapacitor storage bank 1702 on respectivedisplays 1802. In some embodiments, each display 1802 of the dashboard1800 displays the charge level of a unique ultracapacitor of theultracapacitor storage bank 1702. In some embodiments, the display 1800alternatively or additionally displays an overall charge level of theultracapacitor storage bank 1702.

The dashboard 1800 may include one or more selectors 1804 which may beconfigured for operation by a user. Each selector 1804 may be associatedwith a unique ultracapacitor of the ultracapacitor storage bank 1702.Selection of a selector 1804 may cause the ultracapacitor with which itis associated to provide energy to the battery (e.g., battery 102)and/or motor (e.g., motor 1710 or motor 104) of the vehicle. In someembodiments, an ultracapacitor will not provide energy to the batteryand/or motor of the vehicle unless its associated selector 1804 has beenselected. For example, a user may visualize the charge level (e.g.,voltage level) of each ultracapacitor of the ultracapacitor storage bank1702 via the displays 1802 of the dashboard 1800. The displays may alsoindicate a total capacity level in addition to a current charge level(e.g., voltage level). The user may then select, via the selectors 1804,which ultracapacitor is to provide energy to the battery and/or motor ofthe vehicle. The selectors 1804 may be any device suitable for userinteraction such as a capacitive touchscreen, an electrical touchscreen,an electromechanical button, a switch, and/or the like. The selectors1804 may alternatively or additionally comprise visible indicators(e.g., LED indicators) indicative of whether a particular ultracapacitoris in an active configuration (in which energy is being provided by theultracapacitor to the vehicle) or a charging or storage configuration inwhich energy is not being provided by the ultracapacitor to thevehicle).

In some embodiments, the dashboard 1800 may be configured to selectwhich ultracapacitor is to provide energy to the battery and/or motor ofthe vehicle. This selection may be automatic instead of manuallyactuated by a user activating selectors 1804 and may be based, at leastin part, on the relative charge levels of each of each of theultracapacitors. For example, the dashboard 1800 may automaticallyselect the ultracapacitor with the highest charge level to provideenergy to the battery and/or motor of the vehicle. The activeultracapacitor providing the energy may be automatically switched overtime as the charge level of the ultracapacitors is drained. The otherultracapacitors may be charged while the active ultracapacitor is beingdrained.

FIG. 19 illustrates an example vehicle in which the example energystorage system described in connection with FIGS. 17A, 17B and 18 may beimplemented. For example, the energy storage system may be implementedin a piece of farm equipment such as a tractor, utility vehicle, orhauler. The energy storage system may be implemented in any type ofelectric vehicle (such as any of the vehicles or transportationequipment described herein, including but not limited to, commercialtrucks for hauling goods, semi-trucks, tractor trailers, aircraft,watercraft, passenger vehicles, automobiles, trains, trams, trolleys,buses, golf carts, electric bicycles, electric scooters, electricmotorcycles, etc.) and FIG. 19 is not meant to be limiting.

FIG. 20A illustrates a schematic circuit diagram of an exampleembodiment of an OBCS 210 and energy storage system of an electricvehicle. The OBCS 210 and energy storage system shown in FIG. 20A may beincorporated into, or implemented by, the other OBCS and/or other energystorage system embodiments described herein. The OBCS 210 and energystorage system may comprise one or more ultracapacitors 2010, a load2020, a battery storage device 2040, a DC-to-DC converter 2060, acircuit board 2050, a charger 2080 and a battery voltage sensor.

The one or more ultracapacitors 2010 may comprise ultracapacitors and/orsupercapacitors such as the capacitor modules 502 described elsewhereherein. The one or more ultracapacitors 2010 may be electrically coupledto the circuit board 2050 and the charger 2080. The charger 2080 mayprovide energy to the one or more ultracapacitors 2010. Energy providedto the one or more ultracapacitors 2010 from the charger 2080 may chargethe one or more ultracapacitors 2010.

The load 2020 may be electrically coupled to the one or moreultracapacitors 2010 and to the battery 2040. The load 2020 may comprisea motor of an electric vehicle. The one or more ultracapacitors 2010and/or the battery 2040 may provide energy to the load 2020.

The battery 2040 may be electrically coupled to the charger 2080. Thecharger 2080 may provide energy to the battery 2040. Energy provided tothe battery 2040 from the charger 2080 may charge the battery 2040. Thebattery 2040 may be electrically coupled to the one or moreultracapacitors 2010. The battery 2040 may provide energy to the one ormore ultracapacitors 2010 to charge the one or more ultracapacitors2010. The one or more ultracapacitors 2010 may provide energy to thebattery 2040 to charge the battery 2040.

The DC-to-DC converter 2060 may be electrically coupled to the circuitboard 2050 and to the battery 2040. The DC-to-DC converter 2060 mayprovide energy conversion between the circuit board 2050 and the battery2040.

The example OBCS 210 and energy storage system shown in FIG. 20A mayfurther comprise a battery voltage sensor. The battery voltage sensormay be electrically coupled to the one or more ultracapacitors 2010and/or the battery 2040. The battery voltage sensor may sense thevoltage level of the battery 2040 and/or the one or more ultracapacitors2010. In some embodiments, the circuit board 2050 may comprise thebattery voltage sensor.

FIG. 20B illustrates an example embodiment of the circuit board 2050described with reference to FIG. 20A. The circuit board 2050 maycomprise a printed circuit board. The circuit board 2050 may controloperations of the OBCS 210 and energy storage system shown in FIG. 20Aas described herein.

FIG. 21 illustrates an example embodiment of capacitor module 502 whichmay incorporate structural and functional features of other capacitorembodiments described herein. The capacitor module 502 may be configuredto receive energy, such as from a generator of the charging system asdescribed herein. The capacitor module 502 may be configured to conveyenergy such as to a battery 102 and/or to a motor 104 of the vehicle asdescribed herein.

As show in FIG. 21 , capacitor module 502 may comprise a first pluralityof capacitors 502 a and a second plurality of capacitors 502 b. Each ofthe first and second plurality of capacitors, 502 a, 502 b may compriseone or more capacitors, such as ultracapacitors and/or supercapacitors,such as described herein.

In some embodiments, the first and second plurality of capacitors 502a,b may each be capable of receiving energy, for example from agenerator of the charging system as described herein, and as a resultmay increase in charge. The first and second plurality of capacitors 502a,b may each be capable of conveying energy, for example, to a batteryto charge the battery and/or to a motor of the vehicle. In someembodiments, the first plurality of capacitors 502 a may not receiveenergy at the same time as conveying energy. In some embodiments, thesecond plurality of capacitors 502 b may not receive energy at the sametime as conveying energy. In some embodiments, the first plurality ofcapacitors 502 a may alternate between receiving energy and conveyingenergy. In some embodiments, the second plurality of capacitors 502 bmay alternate between receiving energy and conveying energy. In someembodiments, the first plurality of capacitors 502 a may receive energy,while the second plurality of capacitors 502 b conveys energy and thesecond plurality of capacitors 502 b may receive energy, while the firstplurality of capacitors 502 a conveys energy. In some embodiments, thefirst and second plurality of capacitors 502 a,b may alternate betweenreceiving and conveying energy based, at least in part, on a chargeand/or voltage level of the first and/or second plurality of capacitors502 a,b reaching a low threshold.

FIG. 6 is a diagram of the coupling of the fifth wheel 202 and the twogenerators 302 a and 302 b of FIG. 3 with the addition of a capacitormodule 502 into the charging system of the BEV 100/500. As shown, one ormore of the capacitor modules 502 described above may be located and/orpositioned as shown in FIG. 6 . As described herein, the capacitormodule 502 may be used to store energy for delivery to the battery 102or the motor 104.

FIG. 7 is an alternate fifth wheel system 700 illustrating the fifthwheel of FIG. 2 mechanically coupled to a generation unit 710 thatconverts a mechanical rotation of the fifth wheel into an electricalenergy output to the BEV 100, for example the battery 102 or thecapacitor module 502. In some embodiments, the OBCS 210 described hereincomprises the generation unit 710 (for example, instead of or inaddition to the generators 302 a and 302 b described above). Thegeneration unit 710 and the generators 302 a and 302 b may be usedinterchangeably herein. In some embodiments, the generation unit 710 maybe directly coupled to the battery 102, the capacitor module 502, and/orthe motor 104. The system 700 includes the fifth wheel 202 as supportedby the support structure 200 as shown in FIG. 2 . In some embodiments,the support structure 200 includes an independent suspension system 702that enables the fifth wheel 202 and the corresponding componentscoupled to the fifth wheel 202 to move vertically and/or horizontallyrelative to the ground or the road surface or the BEV 100 to react orrespond to variations in the road or road surface. The independentsuspension 702 may operate independently of the suspension of the BEV100, thus allowing the fifth wheel 202 and corresponding components tomove differently from the BEV 100, allowing the fifth wheel system 700to “float freely” relative to the BEV 100. The independent suspension702 may help protect the components coupled to the fifth wheel 202 (forexample, the components shown in FIG. 7 ) by reducing the effects of thevariations in the road or road surface to the components. In someembodiments, the independent suspension 702 includes one or more shocks,struts, linkages, springs, shock absorbers, or similar components thathelp enable, compensate for, and/or reduce the vertical and/orhorizontal movement of the fifth wheel 202 and coupled components. Insome embodiments, the independent suspension 702 also includes variouscomponents that improve stability of the components of the OBCS 210described herein. For example, the independent suspension 702 mayinclude a stabilization bracket 712 disposed between a flywheel 708 anda generation unit 710, described in more detail below. The stabilizationbracket 712 disposed between the flywheel 708 and the generation unit710 may provide stabilizing supports between two components that move orhave moving parts. The generation unit 710 may include the generator 302described above or an alternator or any corresponding component(s) thatgenerate electricity from mechanical energy. The generation unit 710 mayharvest the mechanical/kinetic energy from the movement of the BEV 100(or from the inertia caused by the movement of the BEV 100) prior to abuild-up of friction or heat or other conditions that may otherwisecause energy to be lost by the BEV 100 (for example, to the heat orother conditions), thereby saving and storing energy that wouldotherwise be lost or wasted.

The alternate system 700 further may include the fifth wheel 202configured to rotate or spin on the shaft 206. As described above, therotation of the fifth wheel 202 causes the shaft 206 to rotate andfurther causes the sprocket 208 and chain 204 to rotate. The chain 204is coupled to a second shaft 704, for example via a second pulley orsprocket 709 rotated by the chain 204. In some embodiments, the shaft206 is coupled to the second shaft 704 via another means, for example adirect coupling, a geared coupling, and so forth. In some embodiments,the sprockets 208 and 709 (or similar components) and so forth may besized to allow for balancing of rotational speeds between the variouscomponents. For example, the sprockets 208 on the shaft 206 andcorresponding sprockets or gearing on the second shaft 704 are sized tobalance rotations between the fifth wheel 202 and the generation unit710. In some embodiments, the sizing for the sprockets 208 and 709 (andsimilar components) is selected to control the electricity generated bythe generation unit 710.

In some embodiments, the second shaft 704 includes a one-way bearing 706(shown in FIG. 8A) or similar component that allows a first portion ofthe second shaft 704 to rotate at least partially independently of asecond portion of the second shaft 704. The first portion of the secondshaft 704 may be mechanically coupled to the shaft 206 (for example, viathe chain 204, the sprocket 709, and the sprocket 208 or anothermechanical coupling means). The second portion of the second shaft 704may be mechanically coupled to the flywheel 708 or other mass andfurther coupled to the generation unit 710. The flywheel 708, asdescribed above, may be configured to store kinetic energy generated bythe rotation of the fifth wheel 202 and the second shaft 704. Thegeneration unit 710 may convert the mechanical kinetic energy of theflywheel 708 into electrical energy for storage in the battery 102,capacitor module 502, or other energy storage device or conveyance tothe motor 104 of FIG. 1 .

The one-way bearing 706 may enable the first portion of the second shaft704 to cause the second portion rotate while preventing the secondportion from causing the first portion to rotate. Thus, the fifth wheel202 may cause the flywheel 708 to rotate but the rotation of theflywheel 708 may have no impact on the rotation or movement of the fifthwheel 202, the shaft 206, and the sprocket 208, and the chain 204.Furthermore, due to the one-way bearing 706, the flywheel 708 continuesto rotate even if the fifth-wheel 202 slows or stops rotating. In someembodiments, the flywheel 708 includes a mass of approximately 25kilograms (kg). This mass may vary based on the specifics of the BEV 100and the generation unit 710. For example, the flywheel 708 can have amass of as little as 15 kg or as much as 75 kg, as described above. Themass of the flywheel 708 may allow the inertia of the rotating flywheel708 to continue rotating when the fifth-wheel 202 slows or stops. Theinertia may cause the flywheel 708 to rotate with sufficient speedand/or duration to cause the generation unit 710 to generate more thanan unsubstantially amount of electrical energy. For example, theflywheel 708 mass of approximately 25 kg allows the flywheel 708 tocontinue rotating for a number of minutes after the fifth wheel 202stops rotating. For example, if the fifth wheel 202 slows to a stop froma speed of rotating at approximately 60 miles per hour (mph) in thirtyseconds, the inertia of the flywheel 708 may allow the flywheel 708 tocontinue to rotate for an additional five to ten minutes (for example,enabling the flywheel 708 to slow to a stop from the speed of 60 mph inthe five or ten minutes). Thus, the inertia of the rotating flywheel 708may enable the generation unit 710 to continue to generate electricalenergy at a greater rate for a longer period of time than if thegeneration unit 710 is directly coupled to the fifth wheel 202. In someembodiments, the mass of the flywheel 708 may be selected based on adesired time for the flywheel 708 to continue to rotate after the fifthwheel 202 stops rotating. For example, if the flywheel 708 is tocontinue rotating for thirty minutes after the fifth wheel 202 stopsrotating, then the flywheel 708 may be given a mass of 50 kg. In someembodiments, the one-way bearing 706, the second shaft 704, and theflywheel 708 are designed and assembled such that friction and/or otherresistance to the rotation of these components is minimized or reducedto enable a maximum amount of kinetic energy from the rotation of thefifth wheel 202 to be converted into electrical energy by the generationunit 710.

Thus, the use of the one-way bearing 706 may enable the generation unit710 to continue to generate electricity for the battery 102, thecapacitor module 502, and/or the motor 104 when the BEV 100 slows orcomes to a physical stop (for example, when the BEV slows its momentumor stops moving). The one-way bearing 706 may include a first side thatrotates or spins independently of a second side. The first and secondsides may be coaxial. The flywheel 708 may be connected on the firstside of the one-way bearing 706 and the first portion of the secondshaft 704 may be connected on the second side of the one-way bearing706. Thus, the generation unit 710 may continue to generate electricalenergy at a high rate even as the BEV 100 slows or is stopped. In someembodiments, the second shaft 704 includes multiple one-way bearings 706that allow the second shaft 704 to support multiple flywheels 708 thatcan independently drive one or more generation units 710, therebyallowing the inertia of the flywheels 708 to generate larger amounts ofelectrical energy (not shown these figures).

In some embodiments, instead of or in addition to the second shaft 704including the first portion and the second portion, the one-way bearing706 couples directly to the flywheel 708 which is coupled directly tothe generation unit 710. Thus, the second shaft 704 may include a singleportion where the one-way bearing 706 allows the directly coupledflywheel 708 to continue rotating even when the fifth wheel 202 slows oris not rotating. As the flywheel 708 is directly coupled to thegeneration unit 710, the generation unit 710 is also able to continuegenerating the electrical energy based on the rotation of the flywheel708 when the fifth wheel 202 slows or stops rotating. Further details ofhow the flywheel 708 and the generation unit 710 are coupled areprovided below.

The generation unit 710 may be electrically coupled to a capacitor (forexample, one of the capacitor modules 502), the battery 102, the motor104, and/or a cut-off switch. The cut-off switch may disconnect theoutput of the generation unit 710 from the capacitor, the battery 102,and/or the motor 104 such that electrical energy generated by thegeneration unit 710 may be transferred to the battery 102, the capacitormodule 502, or to the motors 104 as needed. In some embodiments, thecut-off switch can be controlled by an operator or the controller of theBEV 100 or the second controller of the OBCS 210. For example, thecontroller of the BEV 100 or the OBCS 210 may receive, identify, and/ordetermine an interrupt signal to initiate the dump. In response to theinterrupt signal, the controller may disconnect the output of thegeneration unit 710 from the battery 102, the capacitor module 502,and/or the motor 104. Disconnecting the output of the generation unit710 from the capacitor, the battery 102, and/or the motor 104 may ensurethat any residual electrical energy in one or more components of theOBCS 210 (for example, the generation unit 710) is transferred or“dumped” to the battery 102 and/or the capacitor module 502 andtherefore control a supply of back-up high voltage. In some embodiments,during the dump, the output of the generation unit 710 may be connectedto a dump load or similar destination when disconnected from thecapacitor module 502, the battery 102, and/or the motor 104 to preventdamage to any coupled electrical components. In some embodiments, thedump load may comprise a back-up battery, capacitor, or similar energystorage device. In some embodiments, the voltage dump may occur for aperiod of time and/or at periodic intervals defined by one or more of atime for example since a previous dump, a distance traveled by thevehicle for example since the previous dump, a speed of the vehicle forexample since the previous dump, and a power generated and/or output bythe generation unit 710, for example since the previous dump. After thedump is complete (for example, the period of time expires), then thecontroller may disconnect the dump load from the generation unit output(for example, at a generation unit terminal) and reconnect the battery102, the capacitor module 502, and the motor 104.

In some embodiments, the voltage dump may comprise opening a contactorthat is positioned downstream of the generation unit 710 or thegenerators 302. Opening the contactor may disconnect the generation unit710 or the generators 302 from the downstream components (for example,the load components for the generation unit 710 or the generators 302).In some embodiments, the controls for initiating and/or deactivating thedump are conveniently located for the vehicle operator to access orcoupled to the controller for the BEV 100.

In some embodiments, the generation unit 710 outputs the generatedelectrical energy in pulses or with a constant signal. For example, theoperator or the controller of the BEV 100 or the second controller ofthe OBCS 210. In some embodiments, the generation unit 710 is switchablebetween outputting the electrical energy in pulses or in the constantsignal. The operator may control whether the output is pulsed orconstant or the OBCS 210 may automatically control whether the output ispulsed or constant without operator intervention based on currentdemands of the BEV 100 and so forth. In some embodiments, when theoutput is pulsed, the operator and/or the OBCS 210 can control aspectsof the pulsed signal, including a frequency of the pulse, an amplitudeof the pulse, a duration of each pulse, and so forth. Similarly, whenthe output is constant, the operator and/or the OBCS 210 may controlaspects of the constant signal, including a duration of the signal andan amplitude of the signal.

In some embodiments, the operator of the BEV 100 can control the heightof the fifth wheel 202. For example, the operator determines when tolower the fifth wheel 202 so that it is in contact with the road or aroad surface, thereby causing the fifth wheel 202 to rotate. Theoperator may have controls for whether the fifth wheel 202 is in araised position, where it is not in contact with the road, or in alowered position, where it is in contact with the road. Additionally, oralternatively, the operator may have options to control specifics of theraised or lowered position, for example how low to position the fifthwheel 202. Such controls may allow the operator to control the amount offorce that the fifth wheel 202 provides on the road or road surface,which may impact the electrical energy generated by the OBCS 210. Forexample, when the fifth wheel 202 is pressing down on the road surfacewith a large amount of force, then this force may create more resistanceagainst the fifth wheel 202 rotating when the BEV 100 is moving, therebyreducing the electrical energy generated by the OBCS 210. On the otherhand, when the force on the fifth wheel 202 is small amount of force,then the fifth wheel 202 may lose contact with the road or road surfacedepending on variations in the road surface, thereby also reducing theelectrical energy generated by the OBCS 210. Thus, the controls mayprovide the operator with the ability to tailor the downward forceexerted by the fifth wheel 202 on the road based on road conditions andbased on the need for power. In some embodiments, the OBCS 210 mayautomatically control the force of the fifth wheel 202 on the road tomaximize electrical energy generation based on monitoring of the roadsurface and electrical energy being generated.

Additionally, the operator of the BEV 100 may choose to extend the fifthwheel 202 so that it contacts the road or retract the fifth wheel 202 sothat it does not contact the road based on draft or drag conditions. Forexample, if the drag increases or is expected to increase based onvarious conditions, the operator may choose to retract the fifth wheel202 or keep the fifth wheel 202 retracted. If the drag decreases or isexpected to decrease based on conditions, then the operator may chooseto extend the fifth wheel 202 or keep it extended. In some embodiments,the OBCS 210 may automatically extend and/or retract the fifth wheel 202based on drag or potential drag conditions without the operator'sinvolvement.

FIGS. 8A and 8B provide additional views of the alternate fifth wheelsystem 700 of FIG. 7 . The additional views show details regarding thestabilization bracket 712 disposed between the flywheel 708 and thegeneration unit 710. In some embodiments, the stabilization bracket 712bolts to the support structure 200 described herein. As the supportstructure 200 includes the independent suspension 702, the stabilizationbracket 712 may be protected from sudden movements of the fifth wheel202. The stabilization bracket 712 may provide support for one or bothof the flywheel 708 and the generation unit 710. For example, a driveshaft or similar component may pass from the flywheel 708 to thegeneration unit 710 through the stabilization bracket 712. For example,the generation unit 710 includes an axle or input shaft that, whenrotated, causes the generation unit 710 to generate an electrical energyoutput relative to the rotation of the input shaft. The input shaft ofthe generation unit 710 may pass into and through the stabilizationbracket, as shown in further detail with respect to FIG. 9 . Theflywheel 708 may be directly disposed on the input shaft of thegeneration unit 710 or may otherwise couple to the input shaft of thegeneration unit 710 such that rotation of the flywheel 708 causes theinput shaft to rotate. Due to the one-way bearing 706, the flywheel 708continues to rotate even if the fifth-wheel 202 slows or stops rotating.

For example, a weight of the flywheel 708 may produce a downward forceon the second shaft 704 and the one-way bearing 706. The stabilizationbracket 712 may provide dual purposes of relieving some of the force onthe one-way bearing 706 and the second shaft 704, thereby extending theoperating lives of one or both of the one-way bearing 706 and the secondshaft 704 as well as reducing vibrations, etc., of the generation unit710, the flywheel 708, the one-way bearing 706, and the second shaft704. The stabilization bracket 712 may keep these components fromshaking during rotation, thereby providing improve stability of thesupport structure 200 as a whole. In some embodiments, the stabilizationbracket 712 includes a hole through which the input shaft of thegeneration unit 710 passes. The hole may include a bearing or similarcomponent that supports the input shaft passing through the hole whilealso reducing or minimizing drag or friction on the input shaft.

In some embodiments, as shown in FIG. 9 , which provides a close-up viewof the stabilization bracket 712 between the generation unit 710 and theflywheel 708, the generation unit 712 may be bolted to the stabilizationbracket 712.

FIGS. 10A-10P are screenshots of an interface that presents various datapoints that are monitored during operation of the EV with an exampleembodiment of the generators 302, the generation unit 710, and/or theOBCS 210 described herein. Each of the screenshots of FIGS. 10A-10Pinclude a torque field 1005 indicating a torque value generated by thefifth wheel or similar drive component (e.g., the small motor) for theOBCS 210, measured in Newton-meters (Nm). Each of the screenshots ofFIGS. 10A-10P also include three phase currents for the three-phase ACpower generated by the generators 302 or the generation unit 710. Forexample, a first phase current field 1010 indicates a current value of afirst phase of the three-phase AC power generated by the generators 302or generation unit 710 (and fed to the battery 102, capacitor module502, or motor 104 via the charger 403 or similar filtering, conversion,and conditioning circuits). A second phase current 1015 field indicatesa current value of a second phase of the three-phase AC power generatedby the generators 302 or generation unit 710. A third phase currentfield 1020 indicates a current value of a third phase of the three-phaseAC power generated by the generators 302 or generation unit 710. Eachcurrent value of the first phase current field 1010, the second phasecurrent field 1015, and the third phase current field 1020 is measuredin amps (A).

Each of the screenshots of FIGS. 10A-10P also include a speed field 1025that indicates a rotational speed value of the rotor of the motor (orgenerator 302 or generation unit 710) of the OBCS 210, measured inrotations per minute (RPM). Each of the screenshots of FIGS. 10A-10Palso include a current field 1030 that indicates a current value of acurrent being generated by the OBCS 210 while the motor of the OBCS 210is rotating, the current measured in amps (A). Each of the screenshotsof FIGS. 10A-10P also include a temperature field 1035 that indicates atemperature of the OBCS 210, in Celsius (C). Each of the screenshots ofFIGS. 10A-10P also include a voltage field 1040 that indicates a voltagevalue for a voltage generated by the OBCS 210 after passing throughrectification, conversion, conditioning, and so forth, measured indirect current volts (V DC). In some embodiments, the voltage fieldindicates voltage measure of the battery 102 or other power store thatfeeds the motor 104 to drive the BEV 100.

The screenshots of FIGS. 10A-10P described in further detail belowdepict electrical generation conditions of the BEV 100 while the BEV 100is traveling. For example, for the screenshots of FIGS. 10A-10P, the BEV100 is traveling (a) at a speed of between 48 MPH and 53 MPH along asubstantially flat road surface for a majority of distance traveled and(b) up an incline for approximately 13 miles. The screenshots 10A-10Pshow how the phase currents (1010-1020) for the AC signal generated bythe motor vary at different times but sum to substantially zero at anygiven moment of time (for example, indicating that the motor is feedinga balanced load). The motor speed 1025 shown in the screenshots may beindicative of the current 1030 except when the voltage dump is beingcompleted.

FIG. 10A shows a screenshot 1001 a for when the fifth wheel 202 is incontact with the road and providing a torque value in 1005 a ofapproximately −57.4 Nm (the negative value representing a torqueopposing the direction of the motion of the EV). The screenshot alsoshows that the first phase current value in 1010 a is −5.31 A, thesecond phase current value in 1015 a is −143.06 A, and the third phasecurrent value in 1020 a is 148.94 A. The speed value in 1025 a of thegenerator or motor of the OBCS 210 is 5008 RPM and the OBCS 210 isgenerating the current value in 1030 a of 70 A at the temperature valuein 1035 a of 51.05 C. The voltage value in 1040 a generated by the OBCS210 at the speed of 5008 RPM is 377.2 V.

The screenshot 1001 a may show an instance when the OBCS 210 isgenerating electricity and providing the electricity to the battery 102,capacitor module 502, and/or the motors 104 of the EV. In someembodiments, the electricity may be provided to the motors 104 throughthe battery modules 102 and/or the capacitor modules 502 or via aseparate connection that bypasses the battery modules 102 and/or thecapacitor modules 502. The OBCS 210 may generate the 70 A of currentused to maintain the voltage of the EV's battery 102 and/or capacitormodule 502 at or around the voltage 1040 a of 377.2 V. The 70 A current1030 a is provided to the motor 104, the battery module 102, and/or thecapacitor module 502 to maintain the voltage at approximately 377.2 V.

FIG. 10B shows a screenshot 1001 b for when the fifth wheel 202 is incontact with the road and providing a torque value in 1005 b ofapproximately −57.4 Nm (the negative value representing a torqueopposing the direction of the motion of the EV). The screenshot alsoshows that the first phase current value in 1010 b is −137.19 A, thesecond phase current value in 1015 b is 152.25 A, and the third phasecurrent value in 1020 b is −14.94 A. The speed value in 1025 b of thegenerator or motor of the OBCS 210 is 5025 RPM and the OBCS 210 isgenerating the current value in 1030 b of −70 A at the temperature valuein 1035 b of 51.14 C. The voltage value in 1040 b generated by the OBCS210 at the speed of 5025 RPM is 379.17 V.

The screenshot 1001 b may show an instance when the OBCS 210 isgenerating electricity and providing the electricity to the battery 102,capacitor module 502, and/or the motors 104 of the EV. In someembodiments, the electricity may be provided to the motors 104 throughthe battery modules 102 and/or the capacitor modules 502 or via aseparate connection that bypasses the battery modules 102 and/or thecapacitor modules 502. The OBCS 210 may generate the 70 A of currentused to maintain the voltage of the EV's battery 102 and/or capacitormodule 502 at or around the voltage 1040 b of 379.17 V. The 70 A current1030 b is provided to the motor 104, the battery module 102, and/or thecapacitor module 502 to maintain the voltage at approximately 379.17 V.

FIG. 10C shows a screenshot 1001 c for when the fifth wheel 202 is incontact with the road and providing a torque value in 1005 c ofapproximately −57.4 Nm (the negative value representing a torqueopposing the direction of the motion of the EV). The screenshot alsoshows that the first phase current value in 1010 b is 80.5 A, the secondphase current value in 1015 c is −160.06 A, and the third phase currentvalue in 1020 c is 80.12 A. The speed value in 1025 c of the generatoror motor of the OBCS 210 is 5011 RPM and the OBCS 210 is generating thecurrent value in 1030 c of −69.6 A at the temperature 1035 c of 51.22 C.The voltage value in 1040 c generated by the OBCS 210 at the speed of5011 RPM is 380.17 V.

The screenshot 1001 c may show an instance when the OBCS 210 isgenerating electricity and providing the electricity to the battery 102,capacitor module 502, and/or the motors 104 of the EV. In someembodiments, the electricity may be provided to the motors 104 throughthe battery modules 102 and/or the capacitor modules 502 or via aseparate connection that bypasses the battery modules 102 and/or thecapacitor modules 502. The OBCS 210 may generate the 69.6 A of currentused to maintain the voltage of the EV's battery 102 and/or capacitormodule 502 at or around the voltage 1040 c of 380.17 V. The 69.6 Acurrent 1030 c is provided to the motor 104, the battery module 102,and/or the capacitor module 502 to maintain the voltage at approximately380.17 V.

FIG. 10D shows a screenshot 1001 d for when the fifth wheel 202 is incontact with the road and providing a torque value in 1005 d ofapproximately −57.6 Nm (the negative value representing a torqueopposing the direction of the motion of the EV). The screenshot alsoshows that the first phase current value in 1010 d is 170.69 A, thesecond phase current value in 1015 d is −131.94 A, and the third phasecurrent value in 1020 d is −38.19 A. The speed value in 1025 d of thegenerator or motor of the OBCS 210 is 4969 RPM and the OBCS 210 isgenerating the current value in 1030 d of −69 A at the temperature valuein 1035 d of 51.31 C. The voltage value in 1040 d generated by the OBCS210 at the speed of 4969 RPM is 380.92 V.

The screenshot 1001 d may show an instance when the OBCS 210 isgenerating electricity and providing the electricity to the battery 102,capacitor module 502, and/or the motors 104 of the EV. In someembodiments, the electricity may be provided to the motors 104 throughthe battery modules 102 and/or the capacitor modules 502 or via aseparate connection that bypasses the battery modules 102 and/or thecapacitor modules 502. The OBCS 210 may generate the 69 A of currentused to maintain the voltage of the EV's battery 102 and/or capacitormodule 502 at or around the voltage 1040 d of 380.92 V. The 69 A current1030 d is provided to the motor 104, the battery module 102, and/or thecapacitor module 502 to maintain the voltage at approximately 380.92 V.

FIG. 10E shows a screenshot 1001 e for when the fifth wheel 202 is incontact with the road and providing a torque value in 1005 e ofapproximately −56.8 Nm (the negative value representing a torqueopposing the direction of the motion of the EV). The screenshot alsoshows that the first phase current value in 1010 e is −133.31 A, thesecond phase current value in 1015 e is −40.75 A, and the third phasecurrent value in 1020 e is 174.19 A. The speed value in 1025 e of thegenerator or motor of the OBCS 210 is 5121 RPM and the OBCS 210 isgenerating the current value in 1030 e of −69.6 A at the temperaturevalue in 1035 e of 52.77 C. The voltage value in 1040 e generated by theOBCS 210 at the speed of 4969 RPM is 382.67 V.

The screenshot 1001 e may show an instance when the OBCS 210 isgenerating electricity and providing the electricity to the battery 102,capacitor module 502, and/or the motors 104 of the EV. In someembodiments, the electricity may be provided to the motors 104 throughthe battery modules 102 and/or the capacitor modules 502 or via aseparate connection that bypasses the battery modules 102 and/or thecapacitor modules 502. The OBCS 210 may generate the 69.6 A of currentused to maintain the voltage of the EV's battery 102 and/or capacitormodule 502 at or around the voltage 1040 e of 382.67 V. The 69.6 Acurrent 1030 e is provided to the motor 104, the battery module 102,and/or the capacitor module 502 to maintain the voltage at approximately382.67 V.

FIG. 10F shows a screenshot 1001 f for when the fifth wheel 202 is incontact with the road and providing a torque value in 1005 f ofapproximately −57 Nm (the negative value representing a torque opposingthe direction of the motion of the EV). The screenshot also shows thatthe first phase current value in 1010 f is 8.75 A, the second phasecurrent value in 1015 f is 145.44 A, and the third phase current valuein 1020 f is −153.62 A. The speed value in 1025 f of the generator ormotor of the OBCS 210 is 5062 RPM and the OBCS 210 is generating thecurrent value in 1030 f of −69.4 A at the temperature value in 1035 f of52.86 C. The voltage value in 1040 f generated by the OBCS 210 at thespeed of 5062 RPM is 383.21 V.

The screenshot 1001 f may show an instance when the OBCS 210 isgenerating electricity and providing the electricity to the battery 102,capacitor module 502, and/or the motors 104 of the EV. In someembodiments, the electricity may be provided to the motors 104 throughthe battery modules 102 and/or the capacitor modules 502 or via aseparate connection that bypasses the battery modules 102 and/or thecapacitor modules 502. The OBCS 210 may generate the 69.4 A of currentused to maintain the voltage of the EV's battery 102 and/or capacitormodule 502 at or around the voltage 1040 f of 383.21 V. The 69.4 Acurrent 1030 f is provided to the motor 104, the battery module 102,and/or the capacitor module 502 to maintain the voltage at approximately383.21 V.

FIG. 10G shows a screenshot 1001 g for when the fifth wheel 202 is incontact with the road and providing a torque value in 1005 g ofapproximately −57.6 Nm (the negative value representing a torqueopposing the direction of the motion of the EV). The screenshot alsoshows that the first phase current value in 1010 g is −161.94 A, thesecond phase current value in 1015 g is 29.56 A, and the third phasecurrent value in 1020 g is 132 A. The speed value in 1025 g of thegenerator or motor of the OBCS 210 is 4937 RPM and the OBCS 210 isgenerating the current value in 1030 g of −68.8 A at the temperaturevalue in 1035 g of 53.03 C. The voltage value in 1040 g generated by theOBCS 210 at the speed of 4937 RPM is 381.92 V.

The screenshot 1001 g may show an instance when the OBCS 210 isgenerating electricity and providing the electricity to the battery 102,capacitor module 502, and/or the motors 104 of the EV. In someembodiments, the electricity may be provided to the motors 104 throughthe battery modules 102 and/or the capacitor modules 502 or via aseparate connection that bypasses the battery modules 102 and/or thecapacitor modules 502. The OBCS 210 may generate the 68.8 A of currentused to maintain the voltage of the EV's battery 102 and/or capacitormodule 502 at or around the voltage 1040 g of 381.92 V. The 68.8 Acurrent 1030 g is provided to the motor 104, the battery module 102,and/or the capacitor module 502 to maintain the voltage at approximately681.91 V.

FIG. 10H shows a screenshot 1001 h for when the fifth wheel 202 is incontact with the road and providing a torque value in 1005 h ofapproximately −57.6 Nm (the negative value representing a torqueopposing the direction of the motion of the EV). The screenshot alsoshows that the first phase current value in 1010 h is −89.69 A, thesecond phase current value in 1015 h is 161.44 A, and the third phasecurrent value in 1020 h is −70.69 A. The speed value in 1025 h of thegenerator or motor of the OBCS 210 is 4890 RPM and the OBCS 210 isgenerating the current value in 1030 h of −69.2 A at the temperaturevalue in 1035 h of 53.55 C. The voltage value in 1040 h generated by theOBCS 210 at the speed of 4890 RPM is 377.42 V.

The screenshot 1001 h may show an instance when the OBCS 210 isgenerating electricity and providing the electricity to the battery 102,capacitor module 502, and/or the motors 104 of the EV. In someembodiments, the electricity may be provided to the motors 104 throughthe battery modules 102 and/or the capacitor modules 502 or via aseparate connection that bypasses the battery modules 102 and/or thecapacitor modules 502. The OBCS 210 may generate the 69.2 A of currentused to maintain the voltage of the EV's battery 102 and/or capacitormodule 502 at or around the voltage 1040 h of 377.42 V. The 69.2 Acurrent 1030 h is provided to the motor 104, the battery module 102,and/or the capacitor module 502 to maintain the voltage at approximately377.42 V.

FIG. 10I shows a screenshot 1001 i for when the fifth wheel 202 is incontact with the road and providing a torque value in 1005 i ofapproximately −57.6 Nm (the negative value representing a torqueopposing the direction of the motion of the EV). The screenshot alsoshows that the first phase current value in 1010 i is 90.69 A, thesecond phase current value in 1015 i is 80 A, and the third phasecurrent value in 1020 i is −169.12 A. The speed 1025 i of the generatoror motor of the OBCS 210 is 4971 RPM and the OBCS 210 is generating thecurrent value in 1030 i of −69.8 A at the temperature value in 1035 i of53.8 C. The voltage value in 1040 i generated by the OBCS 210 at thespeed of 4971 RPM is 378.2 V.

The screenshot 1001 i may show an instance when the OBCS 210 isgenerating electricity and providing the electricity to the battery 102,capacitor module 502, and/or the motors 104 of the EV. In someembodiments, the electricity may be provided to the motors 104 throughthe battery modules 102 and/or the capacitor modules 502 or via aseparate connection that bypasses the battery modules 102 and/or thecapacitor modules 502. The OBCS 210 may generate the 69.8 A of currentused to maintain the voltage of the EV's battery 102 and/or capacitormodule 502 at or around the voltage 1040 b of 378.2 V. The 69.8 Acurrent 1030 i is provided to the motor 104, the battery module 102,and/or the capacitor module 502 to maintain the voltage at approximately378.2 V.

FIG. 10J shows a screenshot 1001 j for when the fifth wheel 202 is incontact with the road and providing a torque value in 1005 j ofapproximately −57.6 Nm (the negative value representing a torqueopposing the direction of the motion of the EV). The screenshot alsoshows that the first phase current value in 1010 j is 149.38 A, thesecond phase current value in 1015 j is −145.5 A, and the third phasecurrent value in 1020 j is −1.88 A. The speed value in 1025 j of thegenerator or motor of the OBCS 210 is 4987 RPM and the OBCS 210 isgenerating the current value in 1030 h of −70 A at the temperature valuein 1035 j of 53.89 C. The voltage value in 1040 j generated by the OBCS210 at the speed of 4987 RPM is 377.1 V.

The screenshot 1001 j may show an instance when the OBCS 210 isgenerating electricity and providing the electricity to the battery 102,capacitor module 502, and/or the motors 104 of the EV. In someembodiments, the electricity may be provided to the motors 104 throughthe battery modules 102 and/or the capacitor modules 502 or via aseparate connection that bypasses the battery modules 102 and/or thecapacitor modules 502. The OBCS 210 may generate the 70 A of currentused to maintain the voltage of the EV's battery 102 and/or capacitormodule 502 at or around the voltage 1040 b of 377.1 V. The 70 A current1030 i is provided to the motor 104, the battery module 102, and/or thecapacitor module 502 to maintain the voltage at approximately 377.1 V.

FIG. 10K shows a screenshot 1001 k for when the fifth wheel 202 is incontact with the road and providing a torque value in 1005 k ofapproximately −567.6 Nm (the negative value representing a torqueopposing the direction of the motion of the EV). The screenshot alsoshows that the first phase current value in 1010 k is −174.06 A, thesecond phase current value in 1015 k is 111 A, and the third phasecurrent value in 1020 k is 63.12 A. The speed value in 1025 k of thegenerator or motor of the OBCS 210 is 4996 RPM and the OBCS 210 isgenerating the current value in 1030 k of −69.6 A at the temperaturevalue in 1035 k of 54.06 C. The voltage value in 1040 k generated by theOBCS 210 at the speed of 4996 RPM is 378.51 V.

The screenshot 1001 k may show an instance when the OBCS 210 isgenerating electricity and providing the electricity to the battery 102,capacitor module 502, and/or the motors 104 of the EV. In someembodiments, the electricity may be provided to the motors 104 throughthe battery modules 102 and/or the capacitor modules 502 or via aseparate connection that bypasses the battery modules 102 and/or thecapacitor modules 502. The OBCS 210 may generate the 69.6 A of currentused to maintain the voltage of the EV's battery 102 and/or capacitormodule 502 at or around the voltage 1040 b of 378.51 V. The 69.6 Acurrent 1030 k is provided to the motor 104, the battery module 102,and/or the capacitor module 502 to maintain the voltage at approximately378.51 V.

FIG. 10L shows a screenshot 1001 l for when the fifth wheel 202 is incontact with the road and providing a torque value in 1005 l ofapproximately −57.6 Nm (the negative value representing a torqueopposing the direction of the motion of the EV). The screenshot alsoshows that the first phase current value in 1010 l is 62.12 A, thesecond phase current value in 1015 l is −169.25 A, and the third phasecurrent value in 1020 l is 108.25 A. The speed value in 1025 l of thegenerator or motor of the OBCS 210 is 4954 RPM and the OBCS 210 isgenerating the current value in 1030 l of −69.6 A at the temperaturevalue in 1035 l of 54.41 C. The voltage value in 1040 l generated by theOBCS 210 at the speed of 4954 RPM is 378.86 V.

The screenshot 1001 l may show an instance when the OBCS 210 isgenerating electricity and providing the electricity to the battery 102,capacitor module 502, and/or the motors 104 of the EV. In someembodiments, the electricity may be provided to the motors 104 throughthe battery modules 102 and/or the capacitor modules 502 or via aseparate connection that bypasses the battery modules 102 and/or thecapacitor modules 502. The OBCS 210 may generate the 69.6 A of currentused to maintain the voltage of the EV's battery 102 and/or capacitormodule 502 at or around the voltage 1040 b of 378.86 V. The 69.6 Acurrent 10301 is provided to the motor 104, the battery module 102,and/or the capacitor module 502 to maintain the voltage at approximately378.86 V.

FIG. 10M shows a screenshot 1001 m for when the fifth wheel 202 is incontact with the road and providing a torque value in 1005 m ofapproximately −9.2 Nm (the negative value representing a torque opposingthe direction of the motion of the EV). The screenshot also shows thatthe first phase current value in 1010 m is 113.06 A, the second phasecurrent value in 1015 m is −147 A, and the third phase current value in1020 m is 34.5 A. The speed value in 1025 m of the generator or motor ofthe OBCS 210 is 5587 RPM and the OBCS 210 is generating the currentvalue in 1030 m of −0.2 A at the temperature value in 1035 m of 55.27 C.The voltage value in 1040 m generated by the OBCS 210 at the speed of5587 RPM is 377.32 V.

The screenshot 1001 m may show an instance when the OBCS 210 isgenerating electricity and providing the electricity to the battery 102,capacitor module 502, and/or the motors 104 of the EV. In someembodiments, the electricity may be provided to the motors 104 throughthe battery modules 102 and/or the capacitor modules 502 or via aseparate connection that bypasses the battery modules 102 and/or thecapacitor modules 502. The OBCS 210 may generate the 0.2 A of currentused to maintain the voltage of the EV's battery 102 and/or capacitormodule 502 at or around the voltage 1040 m of 377.32 V. The 0.2 Acurrent 1030 m is provided to the motor 104, the battery module 102,and/or the capacitor module 502 to maintain the voltage at approximately377.32 V.

FIG. 10N shows a screenshot 1001 n for when the fifth wheel 202 is incontact with the road and providing a torque value in 1005 n ofapproximately −9.2 Nm (the negative value representing a torque opposingthe direction of the motion of the EV). The screenshot also shows thatthe first phase current value in 1010 n is 84.94 A, the second phasecurrent value in 1015 n is −74.75 A, and the third phase current valuein 1020 n is −9.62 A. The speed value in 1025 n of the generator ormotor of the OBCS 210 is 5600 RPM and the OBCS 210 is generating thecurrent value in 1030 n of −28.4 A at the temperature value in 1035 n of55.69 C. The voltage value in 1040 n generated by the OBCS 210 at thespeed of 5600 RPM is 378.07 V.

The screenshot 1001 n may show an instance when the OBCS 210 isgenerating electricity and providing the electricity to the battery 102,capacitor module 502, and/or the motors 104 of the EV. In someembodiments, the electricity may be provided to the motors 104 throughthe battery modules 102 and/or the capacitor modules 502 or via aseparate connection that bypasses the battery modules 102 and/or thecapacitor modules 502. The OBCS 210 may generate the 28.4 A of currentused to maintain the voltage of the EV's battery 102 and/or capacitormodule 502 at or around the voltage 1040 n of 378.07 V. The 28.4 Acurrent 1030 n is provided to the motor 104, the battery module 102,and/or the capacitor module 502 to maintain the voltage at approximately378.07 V.

FIG. 10O shows a screenshot 1001 o for when the fifth wheel 202 is incontact with the road and providing a torque value in 1005 o ofapproximately −56.6 Nm (the negative value representing a torqueopposing the direction of the motion of the EV). The screenshot alsoshows that the first phase current value in 1010 o is −74.19 A, thesecond phase current value in 1015 o is −88.31 A, and the third phasecurrent value in 1020 o is 163 A. The speed value in 1025 o of thegenerator or motor of the OBCS 210 is 5153 RPM and the OBCS 210 isgenerating the current value in 1030 o of −70.8 A at the temperaturevalue in 1035 o of 56.5 C. The voltage value in 1040 o generated by theOBCS 210 at the speed of 5153 RPM is 376.88 V.

The screenshot 1001 o may show an instance when the OBCS 210 isgenerating electricity and providing the electricity to the battery 102,capacitor module 502, and/or the motors 104 of the EV. In someembodiments, the electricity may be provided to the motors 104 throughthe battery modules 102 and/or the capacitor modules 502 or via aseparate connection that bypasses the battery modules 102 and/or thecapacitor modules 502. The OBCS 210 may generate the 70.8 A of currentused to maintain the voltage of the EV's battery 102 and/or capacitormodule 502 at or around the voltage 1040 o of 376.88 V. The 70.8 Acurrent 1030 o is provided to the motor 104, the battery module 102,and/or the capacitor module 502 to maintain the voltage at approximately376.88 V.

FIG. 10P shows a screenshot 1001 p for when the fifth wheel 202 is incontact with the road and providing a torque value in 1005 p ofapproximately −56.6 Nm (the negative value representing a torqueopposing the direction of the motion of the EV). The screenshot alsoshows that the first phase current value in 1010 p is 37.38 A, thesecond phase current value in 1015 p is −164.44 A, and the third phasecurrent value in 1020 o is 128.12 A. The speed value in 1025 p of thegenerator or motor of the OBCS 210 is 5137 RPM and the OBCS 210 isgenerating the current value in 1030 p of −70.8 A at the temperaturevalue in 1035 p of 56.59 C. The voltage value in 1040 p generated by theOBCS 210 at the speed of 5137 RPM is 378.29 V.

The screenshot 1001 p may show an instance when the OBCS 210 isgenerating electricity and providing the electricity to the battery 102,capacitor module 502, and/or the motors 104 of the EV. In someembodiments, the electricity may be provided to the motors 104 throughthe battery modules 102 and/or the capacitor modules 502 or via aseparate connection that bypasses the battery modules 102 and/or thecapacitor modules 502. The OBCS 210 may generate the 70.8 A of currentused to maintain the voltage of the EV's battery 102 and/or capacitormodule 502 at or around the voltage 1040 b of 378.29 V. The 70.8 Acurrent 1030 p is provided to the motor 104, the battery module 102,and/or the capacitor module 502 to maintain the voltage at approximately378.29 V.

In some embodiments, voltages flow between the generator, the battery102, the capacitor module 502, and/or the motor 104. For example, theelectricity generated by the generators 302 a and 302 b or thegeneration unit 710 may be output from the generator 302 or generationunit 710 and fed into components for converting conditioning,rectifying, matching, filtering, and/or otherwise modifying thegenerated electricity. Once the electricity is modified as describedherein, the electricity may be conveyed to an energy storage device,such as the battery 102 and/or the capacitor module 502. The energystored in the battery 102 or the capacitor module 502 may be used tofeed one or more DC loads, for example low voltage DC loads, such as the12V DC battery and internal features and components of the BEV 100.Alternatively, the energy stored in the battery 102 or the capacitormodule 502 may be used to feed the motors 104 or other high voltagedemand components. In some embodiments, the motors 104 may be AC or DCmotors; when AC motors, the high voltage output from the battery 102 orthe capacitor module 502 may be converted from DC to AC before feedinginto the motors 104. When the motors 104 are DC motors, furtherconditioning may not be required before the voltage is fed to the motors104. Alternatively, the high voltage output from the battery 102 and/orthe capacitor module 502 may be used to feed into the generation unit710 or generators 302 to jump start the generation unit 710 orgenerators 302 when they are being used to convert mechanical energy toelectricity for storage or use in driving the motor 104. In someembodiments, when the battery 102 and the capacitor module 502 bothexist in the BEV 100 as separate components, the battery 102 may feedenergy to the capacitor module 502 and/or vice versa.

In some embodiments, the generators 302 and/or generation unit 710described herein couple directly to one or more of the battery 102, thecapacitor module 502, and the motor 104. Alternatively, or additionally,the generators 302 and/or generation unit are coupled to the charger403, which is coupled to the battery 102, the capacitor module 502,and/or the motor 104. In some embodiments, when the generators 302and/or generation unit 710 are not coupled to the charger 403, thegenerators 302 and/or generation unit 710 may instead be coupled to oneor more circuits to rectify and/or otherwise match, convert, and/orcondition the electricity generated by the generators 302 and/orgeneration unit before feeding the battery 102, the capacitor module502, and/or the motor 104.

FIGS. 11A-11B depict different views of an example embodiment ofcomponents of a bearing support 1100. The bearing support 1100 can beconfigured to support, facilitate, or enable a rotating element, such asa rotating shaft. Further, and as will be described in more detailbelow, the bearing support 1100 can be advantageously configured todissipate heat generated by rotation of the rotating element. Heat maybe generated, for example, by friction between components as therotating element rotates. If such generated heat is not sufficientlydissipated, the components may deteriorate or otherwise become damaged.For example, in some cases, if heat is not sufficiently dissipated,components may melt, degrading the function thereof.

In some embodiments, the bearing support 1100 may be used anywhere thatany rotating element is physically supported or coupled to anothercomponent (e.g., another rotating or stationary component). For example,the bearing support 1100 can be used to support end, center, and/orother portions of the shaft 206 of FIG. 2 or the second shaft 704 ofFIG. 7 . The bearing support 1100 can support the portions of the shaftsand other rotating components on the BEV 100 or the support structure200 or couple the portions to other rotating or stationary components inthe BEV 100 or the OBCS 210. In some embodiments, the one-way bearing706 discussed above comprises the bearing support 1100. In someembodiments, the bearing support 1100 may provide support for rotatingaxles and components, reduction of diameters of rotating components, andso forth. The bearing support 1100 may be used in various contexts inany embodiment of the OBCS 201 described herein, with reference to FIGS.2-9 . In some embodiments, the bearing support 1100 may be used invarious other applications, from automotive, industrial, consumer,appliance, and home use applications.

FIG. 11A is a top down view of the bearing support 1100, illustrated ina partially disassembled state. FIG. 11B is another perspective view ofthe bearing support in a partially disassembled state. In theillustrated embodiment, the bearing support 1100 comprises a bearinghousing or enclosure 1105 and a bearing assembly 1110. While FIGS. 11Aand 11B, illustrate the bearing support 1100 in a partially disassembledstate, when assembled, at least a portion of the bearing assembly 1110can be positioned within the bearing enclosure 1105.

As shown in FIG. 11A, the bearing assembly 1110 comprises a shaft 1215and one or more bearings 1205 (e.g., first and second bearing 1205 a,1205 b) configured to facilitate rotation of the shaft 1215. The one ormore bearings 1205 can be mounted on the shaft 1215 as shown. The one ormore bearings 1205 can comprise mechanical devices configured to enablerotational movement of the shaft 1215. The one or more bearings 1205 cancomprise rotary bearings that convey or transfer one or more of axialand radial motions and forces between components or devices. In someembodiments, the one or more bearings 1205 may comprise one or more of aring bearing, a rolling-element bearing, a jewel bearing, a fluidbearing, a magnetic bearing, and a flexure bearing, among other suitablebearing types.

As used herein, the one or more bearings 1205 may be enable rotationalrotation. In some embodiments, additional bearings 1205 or only one ofthe bearings 1205 a and 1205 b may be used in any application. As bestshown in FIG. 11B, the one or more bearings 1205 may comprise an innerring 1223 and an outer ring 1225. The one or more bearings 1205 can alsoinclude one or more rolling elements (not visible) positioned betweenthe inner ring 1223 and the outer ring 1225. The one or more rollingelements can facilitate rotation of the inner ring 1223 relative theouter ring 1225. The one or more rolling elements can be positionedwithin a cage 1227. The inner ring 1223 may be fitted on the shaft 1215.For example, the inner ring 1223 can have an inner diameter throughwhich a shaft or other mechanical component passes (for example, theshaft 1215). The outer ring 1225 may have an outer diameter over whichan enclosure or other mechanical component passes (for example, thebearing enclosure 1105). The rolling elements and the cage 1227 may bedisposed between the inner ring and the outer ring (moving within one orraceways formed in the inner ring and/or the outer ring) to enablerotation movement of the inner ring relative to the outer ring, or viceversa. In some embodiments, different particularities for the bearingsupport 1100 may depend on the application in which the bearing support1100 is used. The gaps between the bearing spacer 1110 and each of thebearings 1105 a and 1105 b is not clearly shown in the perspective viewof FIG. 11B.

Often, as the shaft 1215 rotates, friction between the rolling elementsand the inner and outer rings 1223, 1227 (or other components of thedevice) generates heat. As noted above, if such heat is not dissipated,it can cause damage to the components, which may reduce or destroy theirability to facilitate rotation of the shaft 1215. Accordingly, thebearing support 1100 can be configured to facilitate heat dissipation aswill be described in more detail below.

As shown in FIGS. 11A and 11B, the bearing enclosure 1105 of the bearingsupport 1100 can comprise a housing or enclosure that is configured toreceive at least a portion of the bearing assembly 1110. In theillustrated embodiment, the bearing enclosure 1105 comprises an exteriorsurface 1106 having a substantially cylindrical shape and an interiorsurface 1107 having a cylindrical shape. Other shapes of the exteriorand interior surfaces 1106, 1007 are also possible. In some embodiments,the shape of the exterior surface 1106 of the bearing enclosure 1105 isdependent on an application and/or installation location of the bearingenclosure 1105. For example, the exterior surface 1106 of the bearingenclosure 1105 can be configured to facilitate connection of the bearingsupport 1100 to other components.

An interior portion 1108 of the bearing enclosure 1105 may be hollow andat least partially defined by the interior surface 1107. As noted above,in the illustrated embodiment, the interior surface 1107 comprises acylindrical shape such that the hollow interior portion 1108 issubstantially cylindrical. Such a shape can be configured to correspondwith the generally circular or cylindrical shape of the one or morebearings 1205 of the bearing assembly 1105 such that the bearingassembly 1105 can be received within the interior portion 1108.

In some embodiments, the shape of the interior surface 1107 of thebearing enclosure 1105 is dependent on a shape of a bearing or similardevice (for example, bearing 1205, described herein) that is insertedinto the interior portion 1108 of the bearing enclosure 1105. Theinterior portion 1108 of the bearing enclosure 1105 may receive thebearing assembly 1110 such that the bearing assembly 1110 fits, at leastin part, within the interior portion 1108 of the bearing enclosure 1105.For example, the bearing assembly 1110 may be inserted, at least inpart, into the interior portion 1108 of the bearing enclosure 1105 in ahorizontal direction (e.g., a direction parallel to an axis of the shaft1215 or parallel to the axis of rotation of the bearings 1205), suchthat only a portion of the bearing assembly 1110 extends out of thebearing enclosure 1105. For example, the shaft 1215 can extend out fromthe bearing enclosure 1105. When the interior surface 1107 iscylindrical to accept the round or cylindrical bearing 1205 (forexample, the pair of bearings 1205 a and 1205 b included in the bearingassembly 1110), the cylindrical interior portion 1108 may have adiameter substantially the same as (but slightly larger than) an outerdiameter of the bearing 1205. Thus, the interior surface 1107 of thebearing enclosure 1105 is configured to hold the bearing 1205 or anybearing assembly 1110 pressed into the interior portion 108 in placeusing friction and compressive forces once the bearing 1205 or bearingassembly 1110 is pressed into the bearing enclosure 1105.

In the assembled state, the inner rings 1223 of the bearings 1205 canspin or rotate within the outer rings 1225 of the bearing 1205 while theouter rings 1225 remain stationary within the bearing enclosure 1105,such that the shaft 1215 that is coupled to the inner rings 1223 of thebearings 1205 can rotate or move relative to the bearing enclosure 1105.As noted previously, such rotation and movement can create heat withinthe bearings 1205, a build-up of which can cause the bearing 1205 tofail prematurely or otherwise damage one or more of the bearings 1205,the bearing enclosure 1105, and the shaft 1215 within the bearings 1205.

Accordingly, the bearing support 1100 can be configured to facilitateimproved airflow within the bearing enclosure 1105 which may reduce theheat build-up within the bearing enclosure 1105 around the bearings1205. Introducing ports or paths for airflow into the bearing enclosure1105 can the improve airflow therethrough. For example, the bearingenclosure 1105 may include one or more slots, holes, perforations, orother openings that extend from the exterior surface 1106 to theinterior surface 1107 through a side of the bearing enclosure 1105. Theone or more slots, holes, perforations, or other openings allow air tobetter flow from outside the bearing enclosure 1105 to the interiorportion 1108 of the bearing enclosure 1105.

Additionally, the interior surface 1107 may comprise one or moreindentations, dimples, fingers, channels, or tabs (each hereinafterreferred to as indentations) at a location to which the bearings 1205are coupled. The one or more indentations may create individual pointsor portions at which the interior surface 1107 contacts the bearing 1205such that the interior surface 1107 is not in contact with an entireexterior surface of the bearing 1205. The one or more indentations mayallow air to flow around the bearings 1205 (for example, from a firstside of the bearing 1205 to a second side of the bearing 1205) withinthe bearing enclosure 1105. Such air flow may further reduce heatbuild-up around the bearing 1205 when the bearing 1205 is enablingrotation or movement in the bearing enclosure 1105. In some embodiments,the one or more indentations may be of varying depths, shapes, lengths,and heights. For example, the one or more indentations in the interiorsurface 1107 of the bearing enclosure 1105 may have a depth in thethousandths of an inch (for example, approximately 0.001″, 0.002″,0.003″, 0.004″, 0.005″, 0.006″, 0.007″, 0.008″, 0.009″, 0.01″, 0.02″,0.1″ and so forth, or any value therebetween). In some embodiments, theone or more indentations may have any shape or height (for example,approximately 0.001″, 0.002″, 0.003″, 0.004″, 0.005″, 0.006″, 0.007″,0.008″, 0.009″, 0.01″, 0.02″, 0.1″ and so forth, or any valuetherebetween). The one or more indentations may also have a widthsufficient to ensure that air flows from the first side to the secondside of the bearing 1205 (for example a width that is slightly largerthan a width or thickness of the bearing 1205). In some embodiments, thewidth of the one or more indentations is slightly larger than the widthof the bearing 1205. For example, the width of the one or moreindentations may be long enough such that the indentation extends oneither side of the bearing 1205 by a distance of one of approximately orat least 0.001″, 0.002″, 0.003″, 0.004″, 0.005″, 0.006″, 0.007″, 0.008″,0.009″, 0.01″, 0.02″, 0.1″ and so forth, or any value therebetween.While described primarily as indentations, protrusions, which extendoutwardly from the interior surface 1107 of the bearing enclosure 1105may also be used. For example, the protrusions can extend to and contactthe bearings 1205, while also allowing air to flow around theprotrusions to facilitate cooling of the bearings 1205. In cases whereprotrusions are utilized, the protrusions may have a height equal to thevarious depths of the indentations described above.

The one or more indentations (or protrusions) may reduce an amount ofsurface contact between the bearing 1205 (for example, the outer ring1225) and the interior surface 1107 of the bearing enclosure 1105. Inorder to prevent the bearing 1205 from moving laterally within thebearing enclosure 1105, a tab, wedge, key, or similar device(hereinafter referred to as tab) may be inserted into one of the one ormore indentations or otherwise pressed against the bearing 1205 and theinterior surface 1107 of the bearing enclosure 1105 to ensure that thebearing 1205 does not move laterally within the bearing enclosure 1105.Thus, the introduction of any of the indentations or holes describedherein may improve air flow within the bearing enclosure 1105, reducingbearing failures and improving bearing functionality and life, withoutincreasing risk of movement of the bearing 1205.

As shown in FIG. 11A, for example, the bearing assembly 1110 maycomprise one or more bearings (e.g. the first and second bearings 1205 aand 1205 b) mounted on the shaft 1215 and, additionally, a bearingspacer 1210 and a clamp 1220. These components of the bearing assembly1110 may be arranged such that the bearings 1205 a and 1205 b areseparated from each other by the bearing spacer 1210. The arrangement ofthe bearing 1205 a, the bearing spacer 1210, and the bearing 1205 b maybe positioned at an end of the shaft 1215 and the clamp 1220 may holdthe arrangement on or at the end of the shaft 1215. In some embodiments,the bearing spacer 1210 is separated from each of the bearings 1205 aand 1205 b on one or more sides of the bearing spacer 1210 by apredetermined length gap. The predetermined length gap may be one of 1millimeter (mm), 2 mm, 3 mm, 4 mm, 5 mm, 6, mm, 7 mm, 8 mm, 9 mm, or 10mm in length, and so forth, or any value therebetween. In someembodiments, the predetermined length gap is determined duringmanufacturing of the bearing assembly 1110 and the bearing support 1100.In some embodiments, the predetermined length gap may be selected ordetermined based on one or more of an expected load on the bearingassembly (for example, the expected rotational speed, expected workingtemperatures, expected duration of use, and so forth). The gaps createdby the bearing spacer 1210 may further facilitate cooling and heatdissipation be creating spaces for air to flow around the one or morebearings 1205.

The clamp 1220 may be separated from the arrangement of the bearing 1205a, the bearing spacer 1210, and the bearing 1205 b or may be positionedflush with the arrangement (for example, flush with the bearing 1205 b).The clamp 1220 may include a mechanical device (for example, a lockingscrew or similar component) to mechanically prevent the clamp 1220 frommoving one or more of rotationally around the shaft 1215 or laterallyalong the shaft 1215. Thus, the clamp 1220 may prevent other componentsfrom moving along or around the shaft 1215 or limit movement of theother components along or around the shaft 1215. The clamp 1220 may havean outer diameter that is large enough to prevent the bearings 1205and/or the bearing spacer 1210 from moving over the clamp 1220 butsmaller than the diameter of the interior portion 1108 of the bearingenclosure 1105.

In some embodiments, the shaft 1215 comprises a plurality of sections,including an end section 1216 and a middle section 1217. The end section1216 comprises the section of the shaft 1215 where the bearing assembly1110 is installed and can include a larger diameter than middle section1217, although this need not be the case in all embodiments. Forexample, the shaft 1215 can, in some embodiments, comprise a shapehaving a constant diameter along its length. As shown in FIG. 11A, theend section 1216 may comprise a keyway 1218 into which a key 1219 isseated to prevent rotation of the arrangement of the bearing 1205 a, thebearing spacer 1210, and the bearing 1205 b about the end section 1216.The keyway 1218 may be formed having one or more shapes, lengths,widths, and so forth. The keyway 1218 may provide a volume into whichthe key 1219 is inserted to prevent the rotation. In some embodiments,the key 1219 may be one of a sunk saddle, parallel sunk, gib-head,feather, and Woodruff type key. In general, the keyway 1218 and key 1219are configured to couple the inner rings 1215 of the one or morebearings 1205 to the shaft 1215 such that the shaft 1215 and the innerrings 1223 of the one or more bearings 1205 rotate together. In theillustrated embodiment, the end section 1216 includes an end cap 1221that prevents the bearings 1205 a and 1205 b and the spacer from slidingoff the end section 1216 of the shaft 1215.

In the illustrated embodiment of FIG. 11B, bearing 1205 a includes akeyway 1206 a on the inner ring 1223 of the bearing 1205 a and a keyway1207 a on the outer ring 1225 of the bearing 1205 a. The keyway 1206 amay be configured to prevent the inner ring 1223 of the bearing 1205 afrom spinning or rotating about the end section 1216 while the keyway1207 a may prevent the outer ring 1227 of the bearing 1205 a fromspinning or rotating inside the interior portion 1108 of the bearingenclosure 1105. Though not shown in FIG. 11B, the bearing 1205 b mayalso include a keyway 1206 b on an interior ring of the bearing 1205 band a keyway 1207 b on an exterior ring of the bearing 1205 b. Thekeyway 1206 b may prevent the inner ring of the bearing 1205 b fromspinning or rotating about the end section 1216 while the keyway 1207 bmay prevent the outer ring of the bearing 1205 b from spinning orrotating inside the interior portion 1108. Though not shown in FIG. 11B,the bearing spacer 1210 may include a keyway 1211 on an interior openingof the bearing spacer 1210 and a keyway 1214 on an outer circumferenceof the bearing spacer 1210. The keyway 1211 may prevent the bearingspacer 1210 from spinning or rotating about the end section 1216 whilethe keyway 1214 may prevent the bearing spacer 1210 from spinning orrotating inside the interior portion 1108.

The larger diameter of the end section 1216 may generally match theinner diameter of the bearings 1205 a and 1205 b and an inner diameterof the bearing spacer 1210, as described in further detail below. Theinner diameter of the bearings 1205 a and 1205 b may be substantiallythe same as (but slightly larger than) the diameter of the end section1216. Thus, the end section 1216 can be configured to hold the bearings1205 or any bearing assembly 1110 pressed onto the end section 1216 inplace using, for example, friction and compressive forces once thebearing 1205 or bearing assembly 1110 is pressed onto the end section1216.

In some embodiments, a surface of the end section 1216 on which thebearings 1205 and the bearing assembly 1110 are attached (e.g., pressedor otherwise coupled) may comprise one or more indentations, dimples,fingers, channels, or tabs (each hereinafter referred to asindentations) at a location to which the bearing is pressed. The one ormore indentations may create individual points or portions at which thesurface of the end section 1216 contacts the bearings 1205 of thebearing assembly 1110 such that the end portion 1216 is not in contactwith an entire interior surface of the bearings 1205. The one or moreindentations may allow air to flow around the bearings 1205 (forexample, from a first side of the bearing 1205 to a second side of thebearing 1205) when pressed onto the end section 1216 and into thebearing enclosure 1105. Such air flow may further reduce heat build-uparound the bearings 1205 when the bearings 1205 are enabling rotation ormovement in the bearing enclosure 1105. In some embodiments, the one ormore indentations may be of varying depths, shapes, lengths, andheights. For example, the one or more indentations in the surface of theend section 1216 of the shaft 1215 may have a depth in the thousandthsof an inch (for example, approximately 0.001″, 0.002″, 0.003″, 0.004″,0.005″, 0.006″, 0.007″, 0.008″, 0.009″, 0.01″, 0.02″, 0.1″ and so forth,or any value therebetween). In some embodiments, the one or moreindentations may have any shape or height (for example, approximately0.001″, 0.002″, 0.003″, 0.004″, 0.005″, 0.006″, 0.007″, 0.008″, 0.009″,0.01″, 0.02″, 0.1″ and so forth, or any value therebetween). The one ormore indentations may also have a width sufficient to ensure that airflows from the first side to the second side of the bearing 1205 (forexample a width that is slightly larger than a width or thickness of thebearing 1205). In some embodiments, the width of the one or moreindentations is slightly larger than the width of the bearing 1205. Forexample, the width of the one or more indentations may be long enoughsuch that the indentation extends on either side of the bearing 1205 bya distance of one of approximately or at least 0.001″, 0.002″, 0.003″,0.004″, 0.005″, 0.006″, 0.007″, 0.008″, 0.009″, 0.01″, 0.02″, 0.1″ andso forth, or any value therebetween. While described primarily asindentations, protrusions, which extend outwardly from the surface ofthe end section 1216 on which the bearings 1205 and the bearing assembly1110 are attached may also be used. In cases where protrusions areutilized, the protrusions may have a height equal to the various depthsof the indentations described above.

The bearing spacer 1210 is described in further detail below withreference to FIG. 13 .

FIG. 12A shows a top down view of the bearing assembly 1110. FIG. 12Ashows the end section 1216 of the shaft 1215, some of the middle section1217, a portion of the keyway 1218 in the end section 1216 that preventsrotation of the bearings 1205 a and 1205 b and the bearing spacer 1210around the end section 1216. FIG. 12A also shows the gap between each ofthe bearings 1205 a and 1205 b and the bearing spacer 1210 on eitherside of the bearing spacer 1210. Additionally, the bearing 1205 a alsoincludes the keyway 1207 a that is shown in FIG. 12A, while the keyway1207 b for the bearing 1205 b is not shown and the keyway 1214 for thebearing spacer 1210 is not shown. Further details regarding the bearingspacer 1210 are provided below with reference to FIG. 13 .

FIG. 12B shows a perspective view of the bearing assembly 1110. Thebearing assembly 1110 shown includes the end cap 1221 of the shaft 1215,a portion of the middle section 1217 and the bearings 1205 a and 1205 band the bearing spacer 1210 around the end section 1216. FIG. 12B alsoshows the gap between each of the bearings 1205 a and 1205 b and thebearing spacer 1210 on either side of the bearing spacer 1210.Additionally, FIG. 12B shows the keyways of the bearing 1205 a, thebearing spacer 1210, and the bearing 1205 b (for example, the keyway1207 a, the keyway 1214, and the keyway 1207 b) aligned such that thekey can pass through and lock the rotation of the outer ring of thebearing 1205 a, the bearing spacer 1210, and the outer ring of thebearing 1205 b within the bearing enclosure 1105.

FIG. 12C shows an alternate perspective view of the bearing assembly1110. The bearing assembly 1110 shown includes the end section 1216 ofthe shaft 1215, a portion of the middle section 1217, and the bearings1205 a and 1205 b and the bearing spacer 1210 around the end section1216. FIG. 12C also shows the gap between each of the bearings 1205 aand 1205 b and the bearing spacer 1210 on either side of the bearingspacer 1210. Additionally, FIG. 12C shows that the keyways 1207 a, 1214,and 1207 b are aligned such that the key can pass through them and lockthe rotation of the bearing 1205, the bearing spacer 1210, and thebearing 1205 b within the bearing enclosure 1105.

FIG. 13 shows a top-down view of the bearing spacer 1210 of the bearingassembly 1110 of FIGS. 11A-12C. The bearing spacer 1210 shown includes anumber of holes 1212 that extend from a first side of the bearing spacer1210 to a second side of the bearing spacer 1210 and through the bearingspacer 1210. The holes 1212 may be replaced by one or more slots,perforations, or other openings that connect the first and second sidesof the bearing spacer 1210 through the bearing spacer 1210. The holes1212 can further facilitate airflow through the bearing support 1100and/or around the bearings 1205 in order to further dissipate heat andprovide cooling. The bearing spacer 1210 also includes the keyway 1211introduced above that can lock rotation of the bearing spacer 1210around the end section 1216 and the keyway 1214 that can lock rotationof the bearing spacer 1210 inside the interior portion 1108.

In the illustrated embodiment of FIG. 13 , on either side of the bearingspacer 1210, a lip 1213 a and/or 1213 b is affixed or otherwise extends(in a direction parallel to the axis of the shaft 1215, for example)from a main body of the bearing spacer 1210. The lips 1213 a and 1213 bmay extend from the first and second sides of the bearing spacer 1210and create the gaps between the bearing 1205 a and the bearing spacer1210 and the bearing spacer 1210 and the bearing 1205 b discussed above.In some embodiments, the lips 1213 a and 1213 b have a height thatdefines the predetermined length gap. For example, the lips 1213 a and1213 b have a height of 1 mm, 2 mm, 3 mm, 4 mm, 5 mm, 6, mm, 7 mm, 8 mm,9 mm, or 10 mm in length and so forth, or any value therebetween. Theheight of the lips 1213 can be measured along a direction parallel tothe axis of the shaft 1214 (when assembled). For example, the lips 1213have a width (for example extending along the sides of the bearingspacer 1210) of 1 mm, 2 mm, 3 mm, 4 mm, 5 mm, 6, mm, 7 mm, 8 mm, 9 mm,or 10 mm in length and so forth, or any value therebetween. The width ofthe lips 1213 may be short enough to not impede air flow between theinner and outer rings of the bearing 1205 a and 1205 b. The width of thelips 1213 can be measured in a radial direction (e.g., a directionperpendicular to the axis of the shaft 1215 (when assembled)).

In some embodiments, the lips 1213 comprise one or more indentations,dimples, fingers, channels, or tabs (each hereinafter referred to asindentations) at a location where the bearings 1205 contact the lips1213. The one or more indentations may allow air to flow around thebearing 1205 within the bearing enclosure 1105. Such air flow mayfurther reduce heat build-up around the bearing 1205 when the bearing1205 is enabling rotation or movement in the bearing enclosure 1105. Insome embodiments, the one or more indentations may be of varying depths,shapes, lengths, and heights. For example, the one or more indentationsin the lips 1213 may have a depth in the thousandths of an inch (forexample, approximately 0.001″, 0.002″, 0.003″, 0.004″, 0.005″, 0.006″,0.007″, 0.008″, 0.009″, 0.1″, 0.01″, 0.02″, and so forth, or any valuetherebetween). In some embodiments, the one or more indentations mayhave any shape or height or width (for example, approximately 0.001″,0.002″, 0.003″, 0.004″, 0.005″, 0.006″, 0.007″, 0.008″, 0.009, 0.01″,0.02″, 0.1″ and so forth, or any value therebetween). Protrusions mayalso be used in place of the indentations.

FIGS. 14A-14C show different views of a partial construction of thebearing assembly 1100 of FIGS. 11A-12C, the partial constructionincluding the first bearing 1205 a, the bearing spacer 1210, and theshaft 1215.

FIG. 14A shows a top down view of the partial construction of thebearing assembly 1110. The partial construction of the bearing assembly1110 shown also includes the end section 1216 of the shaft 1215 and someof the middle section 1217. FIG. 14A also shows the gap between thebearing 1205 a and the bearing spacer 1210. Further details regardingthe bearing spacer 1210 are provided below with reference to FIG. 13 .

FIG. 14B shows a slight perspective view of the partial construction ofthe bearing assembly 1110. The bearing assembly 1110 shown includes theend section 1216 of the shaft 1215, some of the middle section 1217, aportion of the keyway 1218 in the end section 1216 that preventsrotation of the bearings 1205 a and 1205 b and the bearing spacer 1210around the end section 1216, and a portion of the key 1219 that slidesinto the keyway 1218 in the end section and into the keyways 1206 a and1206 b of the bearings 1205 a and 1205 b and keyway 1211 of the bearingspacer 1210. FIG. 14B also shows the gap between the bearing 1205 a andthe bearing spacer 1210. Additionally, the bearing 1205 a also includesthe keyway 1207 a that is shown in FIG. 12A, while the keyway 1211 forthe bearing spacer 1210 is not shown. As shown, the key 1219 may preventthe first bearing 1205 a and the bearing spacer 1210 from spinning orrotating on the end section 1216.

FIG. 14C shows a perspective view of the partial construction of thebearing assembly 1110. The bearing assembly 1110 shown also includes theend section 1216 of the shaft 1215 and some of the middle section 1217.FIG. 14C also shows the keyway 1214 of the bearing spacer 1210 and thelip 1213 that would separate the bearing spacer 1210 from the bearing1205 b with the gap between the bearing 1205 b and the bearing spacer1210 as described above. Additionally, the bearing spacer 1210 includesthe number of holes 1212 that enable air flow between the first andsecond sides of the bearing spacer 1210.

Further Embodiments

In many instances, the BEV 100/500 described herein may comprise anybattery or electric powered device. Different electric powered devicesand BEVs may be powered by different voltages. In some instances, theOBCS 210 described herein may generate variable output voltages, therebyenabling use of the OBCS 210 on different electric powered devices, fromelectric scooters to electric vehicles to electric farm equipment.Similarly, the corresponding equipment (the fifth wheel 202, shaft 206,and so forth) may be sized according to the electric power device withwhich the OBCS 210 is being used. Furthermore, the OBCS 210 may compriseone or more components or equipment that enables the generation andoutput of the variable output voltages. In some instances, the electricpower devices may comprise one or more fifth wheels 202 andcorresponding equipment.

In some instances, the OBCS 210 may comprise or be coupled to acontroller configured to automatically detect a voltage of the energystorage components and/or motors of the electric powered devices whenthe OBCS 210 is coupled to the electric powered devices, for example viaa charge port of the electric powered devices. In some instances, basedon the detected voltage of the energy storage components and/or motorsof the electric powered devices, the OBCS 210 can automatically adapt oradjust its output voltage to appropriately charge the energy storagecomponents of the electric powered devices. Similarly, the OBCS 210 mayinclude one or more user controls that enable the user to adjust orchange the output voltage of the OBCS 210.

Similarly, in some embodiments, the controller may enable retractionand/or extension of one or more of the multiple fifth wheels 202. Suchcontrol of the fifth wheels 202 may be based on an analysis of chargeremaining in the energy storage components of the electric powereddevices and/or a speed or other conditions of power generation using thefifth wheels 202. In some instances, the controller may determine thatone or more of the fifth wheels should be extended to generate powerbased on the movement and/or other conditions of the electric powereddevice. In some instances, the fifth wheel 202 is coupled to a gearboxallowing one or more ratios of rotating components to be adapted to themovement of the electric powered device. The gearbox may allow theratios of rotating components to be adjusted to change the amount ofpower generated by the fifth wheels 202, where the gearbox can allow forincreased power generation as needed depending on various conditions.

Example Hypercapacitor For Storing Energy

Existing energy storage devices, such as batteries and capacitors, canbe useful for storing energy but may have many undesirable limitations.For example, batteries such as lithium ion batteries are resilient toself-discharge but often require long charge times (e.g., 12-14 hours).In contrast, capacitors, such as ultracapacitors and supercapacitors arecapable of being charged quickly (i.e., faster than batteries) but maybe much less resilient to self-discharge than batteries. For example,ultracapacitors/supercapacitors may lose as much as 10-20% of theircharge per day due to self-discharge. Additionally, althoughultracapacitors/supercapacitors may be capable of withstanding morecharge-discharge cycles than batteries without losing operationalfunctionality, ultracapacitors/supercapacitors may not be capable ofstoring as much energy per weight as batteries.

In addition, batteries, such as lithium ion batteries present manyenvironmental problems. For example, mining and disposing of lithium areboth environmentally destructive. Furthermore, lithium ion batteries arecapable of catching fire and burning at high temperatures for longamounts of time, which is also environmentally destructive and hazardousto human health.

Given the limitations of current energy storage devices (e.g.,batteries, capacitors) in use today, an energy storage device is neededthat may integrate, or marry, the benefits of standard storage devices(e.g., storage capacitors, battery fields, or battery storage devices)and standard ultracapacitors/supercapacitors (e.g., can charge quickly,is stable or resilient to self-discharge or bleeding of voltage, hashigh energy to weight ratio, can draw down voltage storage levels allthe way down to 0 volts without jeopardizing degradation of performanceor failure of the storage device) in a unitary device or package.

The present disclosure provides for an energy storage system (e.g., thehypercapacitor described below) that can incorporateultracapacitors/supercapacitors and storage devices (e.g., capacitors,batteries) in a single assembly (e.g., as a single integrated unit orpackage) to provide synergistic results, or results that are notachievable, or are substantially reduced, when provided or usedseparately. The hypercapacitor (e.g., electrically integratedultracapacitor/supercapacitor and energy storage device or energyretainer) overcomes the problems discussed herein. For example, thehypercapacitor can be charged much faster than a standalone battery(discussed in greater detail below) while simultaneously being much moreresilient to self-discharge (i.e., maintains stable voltage levelswithin minimal bleeding) than a standalone ultracapacitor/supercapacitordue to energy stabilization between the ultracapacitor/supercapacitorand energy storage device or energy retainer (e.g., storagecapacitor(s), battery field, and/or battery storage device(s) discussedin greater detail below). Additionally, the hypercapacitor may becapable of storing much more energy per weight than standalone storagedevices, battery fields, or ultracapacitors/supercapacitors. In someimplementations, the hypercapacitor does not include batteries (such aslithium-ion batteries) that are known to have a detrimental impact onthe environment (for example, once they become environmental wasteproduct after battery failure or exhaustion).

Thus, the hypercapacitor, described in greater detail below, providesfor a superior energy storage device over standard energy storagedevices in use today. The hypercapacitor may be incorporated into anydevice or system that requires energy storage and/or usage such aselectric vehicles for transportation (e.g., electric cars, electrictrucks, electric motorcycles, electric scooters, electric trains,electric boats, electric aircraft), electric vehicles or electricequipment for construction or farming (e.g., tractors, bulldozers,lawnmowers), power tools that have typically been powered by batteries(e.g., electric blowers, electric drills, electric lawnmowers, electricnail guns, electric saws), building energy/power systems, manufacturingenergy/power systems, games, drones, robots, toys and the like. Thehypercapacitor may replace standard energy storage devices (e.g.,standard batteries, capacitors) in any of the devices or systemsdescribed.

FIG. 22A schematically illustrates a diagram of an example embodiment ofa hypercapacitor 2202 for storing energy (e.g., such as may be used inan electric vehicle), which may also be referred to as a hypercapacitorenergy storage system or device. As shown, the hypercapacitor 2202 maycomprise or consist essentially of an ultracapacitor portion 2204, anenergy retainer portion 2206, one or more inbound diodes 2208, and oneor more outbound diodes 2210. In some embodiments, the hypercapacitor2202 may not comprise the inbound diode 2208 and/or the outbound diode2210. In some embodiments, the hypercapacitor 2202 may comprise and/ormay be electrically coupled to a battery management system (not shown)as discussed in greater detail below.

The ultracapacitor portion 2204 may be electrically coupled to theenergy retainer portion 2206 and in some embodiments, together maycomprise a single integrated unit or package (e.g., the hypercapacitor2202). The ultracapacitor portion 2204 may provide energy to the energyretainer portion 2206 as the energy in the energy retainer portion 2206is depleted (for example resulting from an energy demand at a load).

The electrical connection between the ultracapacitor portion 2204 andthe energy retainer portion 2206 may stabilize the voltage levels of theultracapacitor portion 2204 and prevent self-discharge as the energyretainer portion 2206 retains energy provided from the ultracapacitorportion 2204 via their electrical connection. Advantageously,stabilizing the voltage levels in the ultracapacitor portion 2204 byreducing and/or substantially eliminating self-discharge provides asuperior energy device capable of storing energy (e.g., maintaining highvoltage levels) for much longer than existing energy devices inwidespread use today.

The ultracapacitor portion 2204 may be electrically coupled to an energysource as described in greater detail below. By receiving energy fromthe energy source at the ultracapacitor portion 2204, the hypercapacitor2202 may be charged quickly, for example, in less than 15 minutes (e.g.,8 minutes, 4 minutes etc.). Advantageously, the ultracapacitor portion2204 may facilitate quickly charging the hypercapacitor 2202 to therequired or desired operational voltages in much shorter times thanthose required for standard energy devices (e.g., standard batteries) inuse today.

The ultracapacitor portion 2204 of the hypercapacitor 2202 may compriseone or more ultracapacitors and/or supercapacitors. The ultracapacitorportion 2204 may incorporate structural and operational featuresdescribed in connection with any of the embodiments of the capacitormodule 502 described herein.

The energy retainer portion 2206 may comprise a device or multipledevices capable of storing energy such as a battery, a battery fieldand/or a capacitor. For example, in some embodiments the energy retainerportion 2206 may include a battery such as the battery 102 describedherein and may incorporate structural and operational features of thebattery 102. In some embodiments, the energy retainer portion 2206 mayinclude a battery field such as a battery field comprising batteries 102such as shown in FIG. 5 or FIG. 23 . In some embodiments, the energyretainer portion 2206 may comprise one or more capacitors, such as thecapacitor module 502 described herein. In accordance with severalembodiments, the energy retainer portion 2206 may advantageously notcomprise lithium ion batteries, which may provide a benefit to qualityof the environment for any or all of the reasons discussed above. Insome embodiments, the energy retainer portion 2206 may comprise lithiumion batteries.

The hypercapacitor 2202 may be electrically couplable to an energysource, such as the generator of the OBCS 210 or the utility grid via astandard outlet plug and configured to receive energy as inbound energyfrom the energy source. The hypercapacitor 2202 may be configured toreceive the inbound energy at the ultracapacitor portion 2204. Theultracapacitor portion 2204 may receive the inbound energy via one ormore inbound diodes 2208. The inbound diode(s) 2208 may bias thedirection of energy flow into the ultracapacitor portion 2204. Theinbound diode(s) 2208 may comprise one or more diodes per ultracapacitorin embodiments where the ultracapacitor portion 2204 comprises more thanone ultracapacitor. The inbound diode(s) 2208 may be arranged in series.The inbound energy provided to the hypercapacitor 2202 may charge theultracapacitor portion 2204. The one or more ultracapacitors of theultracapacitor portion 2204 may be charged simultaneously orsequentially. The one or more ultracapacitors of the ultracapacitorportion 2204 may be charged in an order that is determined based, atleast in part, on their existing charge level, such as described abovein connection with FIGS. 17A, 17B and 18 .

The hypercapacitor 2202 may be electrically couplable to a powergeneration system or charging system, such as the OBCS 210 describedherein. For example, the ultracapacitor portion 2204 of thehypercapacitor 2202 may be electrically couplable to a generator (e.g.,generators 302, 1701) of the OBCS 210, which may generate energy, forexample as a result of operation of the fifth wheel systems describedherein. The generator 302 may provide energy to the ultracapacitorportion 2204 via the inbound diode 2208. The OBCS 210 and/or generator302 may toggle between providing energy to the ultracapacitor portion2204 and not providing energy to the ultracapacitor portion 2204 and mayso toggle automatically and/or manually as discussed herein.

In some embodiments, the OBCS 210 and/or generator 302 may provideenergy to the ultracapacitor portion 2204 when resistance in the inbounddiode 2208 is sufficiently small and/or when the voltage in theultracapacitor portion 2204 is sufficiently low. The amount of energyand/or the rate at which energy is provided to the ultracapacitorportion 2204 may be proportional to the resistance in the inbound diode2208 and/or the voltage level of the ultracapacitor portion 2204. Forexample, the ultracapacitor portion 2204 may charge quicker (faster)when it has a low voltage level than when it has a high voltage level.In some embodiments, the OBCS 210 and/or the generator 302 may stopproviding energy to the ultracapacitor portion 2204 when the resistancein the inbound diode 2208 is sufficiently high and/or when the voltagelevel of the ultracapacitor portion 2204 reaches a high threshold level,such as a high voltage level (e.g., more than 400 V), or any othervoltage required or desired to operate the system (such as the BEV).

The hypercapacitor 2202 may be electrically couplable to power sourcessuch as a utility grid or mains electricity. For example, theultracapacitor portion 2204 of the hypercapacitor 2202 may beelectrically couplable to a standard low voltage plug or outlet such as110 volt outlets present in the United States utility power grid or 220volt outlets of European utility power grids. Advantageously, theultracapacitor portion 2204 may not require high voltage plugs tocharge, such as are commonly required by standard BEVs. The ability tocharge the ultracapacitor portion 2204 without the use of a high voltageplug may advantageously reduce the need for charging stations andat-home high voltage plugs, which may improve infrastructure and therebyprovide a benefit to quality of the environment by reducingconstruction.

Energy from a low voltage plug (e.g. standard 100 or 110 volt outlet)may be provided to the hypercapacitor 2202 via the inbound diode(s) 2208to charge the hypercapacitor 2202, for example in a similar manner asdiscussed above with reference to charging by the OBCS 210.

As discussed herein, capacitors such as the ultracapacitor portion 2204may be charged quickly (e.g., much faster than batteries). Inboundenergy, such as from the OBCS 210 generator and/or low voltage utilitygrid outlets (e.g., 110 volt outlets), provided to the ultracapacitorportion 2204 may charge the hypercapacitor 2202 quickly. For example,the hypercapacitor 2202 may be charged to a voltage level sufficient tooperate a BEV (such as 400 volts) in less than 30 minutes, less than 15minutes, less than 10 minutes, less than 5 minutes, or less than 1minute. In some embodiments, the hypercapacitor 2202 may increase fromzero volts to maximum voltage capacity (e.g., 400 volts or other voltagerequired to operate a BEV) in 15 minutes or less than 15 minutes, forexample when plugged into the utility grid via a standard 110 voltoutlet or 220 volt outlet.

As shown in FIG. 22A, the ultracapacitor portion 2204 may beelectrically coupled to the energy retainer portion 2206. In someembodiments, the ultracapacitor portion 2204 may be directly connectedto the energy retainer portion 2206. For example, the ultracapacitorportion 2204 and the energy retainer portion 2206 may comprise a singleintegrated unit or package. In some embodiments, the ultracapacitorportion 2204 may be wired to the energy retainer portion 2206 and/orconnected via one or more high voltage lines. The ultracapacitor portion2204 may provide energy to the energy retainer portion 2206 to chargethe energy retainer portion 2206. In some embodiments, theultracapacitor portion 2204 may provide energy to the energy retainerportion 2206 via one or more outbound diodes 2210. The outbound diode(s)2210 may be arranged in series. The outbound diode(s) 2210 may bias thedirection of flow of energy into the energy retainer portion 2206. Theultracapacitor portion 2204 may toggle between providing energy to theenergy retainer portion 2206 and not providing energy to the energyretainer portion 2206 and may so toggle automatically and/or manually asdiscussed herein.

In some embodiments, the ultracapacitor portion 2204 may provide energyto the energy retainer portion 2206 when resistance in the outbounddiode 2210 is sufficiently small and/or when the voltage in the energyretainer portion 2206 is sufficiently low. For example, resistance inthe outbound diode 2210 may be sufficiently low to allow the transfer ofenergy from the ultracapacitor 2204 to the energy retainer portion 2206to charge the energy retainer portion 2206 when the voltage level in theenergy retainer portion 2206 is about 350V or 360V. In some embodiments,the ultracapacitor portion 2204 may provide energy to the energyretainer portion 2206 when the voltage in the energy retainer portion2206 is sufficiently low relative to a voltage level in theultracapacitor portion 2204. The amount of energy and/or the rate atwhich energy is provided to the energy retainer portion 2206 may beproportional to the resistance in the outbound diode 2210 and/or thevoltage level of the energy retainer portion 2206. For example, theenergy retainer portion 2206 may charge quicker (faster) when it has alow voltage than when it has a high voltage. In some embodiments, theultracapacitor portion 2204 may stop providing energy to the energyretainer portion 2206 when the resistance in the outbound diode 2210 issufficiently high and/or when the voltage level of the energy retainerportion 2206 reaches a high threshold level, for example 370V or 380V or390V or 400V, any value between 370V and 400V, or another thresholdvoltage level, as desired or required.

The electrical connection of the ultracapacitor portion 2204 to theenergy retainer portion 2206 may stabilize the voltage in theultracapacitor portion 2204. For example, the ultracapacitor portion2204 may maintain a high voltage level and may not lose voltage due toself-discharge because the ultracapacitor portion 2204 is coupled to theenergy retainer portion 2206 and/or is able to provide energy thereto.Thus, the electrical connection of the ultracapacitor portion 2204 tothe energy retainer portion 2206 may advantageously eliminate the highself-discharge rate problems associated with standard capacitors whilealso providing a system capable of fast charge times. Thus, thehypercapacitor 2202 described herein may provide an energy storagesystem capable of charging quickly and storing energy for long amountsof time without having the drawbacks or inefficiencies of standardbattery or capacitor systems.

FIG. 22B illustrates example implementations of the hypercapacitor 2202.As discussed above, the hypercapacitor 2202 may be electricallycouplable to an energy source and receive energy from the energy source.In some implementations, the energy source may comprise a powergeneration or charging system 2217 (such as the OBCS 210) and/or a poweroutlet 2215 of the utility grid.

In accordance with several embodiments, as the ultracapacitor portion2204 is charged by inbound energy the voltage of the ultracapacitorportion 2204 will increase. The increase in energy (e.g., voltage) atthe ultracapacitor portion 2204 is represented by the increased dotdensity shown in FIG. 22B. As the voltage of the ultracapacitor portion2204 increases, the inbound diode(s) 2208 may trap energy in theultracapacitor portion 2204 by biasing the direction of energy flowtoward the ultracapacitor portion 2204. This may facilitate the transferof energy from the ultracapacitor portion 2204 to the energy retainerportion 2206. As energy in the ultracapacitor portion 2204 (shown by dotdensity in FIG. 22B) increases relative to the energy in the energyretainer portion 2206 (shown by dot density in FIG. 22B), energy may bemore likely to transfer from the ultracapacitor portion 2204 to theenergy retainer portion 2206. The outbound diode(s) 2210 may trap energyin the energy retainer portion 2206 by biasing the direction of energyflow toward the energy retainer portion 2206. This may increase theenergy stored in the energy retainer portion 2206 by facilitating thetransfer of energy from the ultracapacitor portion to the energyretainer portion 2206. This may increase the operating time of thehypercapacitor 2202, for example in instances where the hypercapacitor2202 is not receiving energy continuously from a power generation system2217.

In some embodiments, the hypercapacitor 2202 may be used in conjunctionwith a power generation system 2217, such as the OBCS 210 describedherein. In such embodiments, the power generation system 2217 mayprovide energy to the hypercapacitor 2202 to continuously charge theultracapacitor portion 2204, for example as the BEV travels. This maysignificantly improve the range that the vehicle may travel because thehypercapacitor 2202 is being continuously charged as the vehicletravels. Additionally, in some embodiments, the hypercapacitor 2202 maybe capable of being fully charged by the power generation system 2217,such as the OBCS 210, as the vehicle travels over a short distance, forexample over less than a mile.

In some embodiments, the hypercapacitor 2202 may not be used inconjunction with a power generation system 2217 and may receive energysolely from a utility power grid via standard low voltage outlets 2215such as from a standard 110 volt outlet or 220 volt outlet. In suchembodiments, the outbound diode 2210 may increase the energy stored inthe energy retainer portion 2206 by biasing the direction of energy flowinto the energy retainer portion 2206. This would allow the energyretainer portion 2206 to maintain higher voltage levels for longer(without being continuously recharged by a power generation system 2217)until the hypercapacitor 2202 can be plugged into a power grid via anoutlet 2215, for example, via a 110 volt outlet or 220 volt outlet.

In some embodiments, the hypercapacitor 2202 may be used in conjunctionwith a power generation system 2217 such as the OBCS 210 describedherein and may also receive energy from a utility power grid via astandard low voltage outlet 2215. For example, the hypercapacitor 2202may be electrically coupled to a power generation system 2217 and theutility power grid via an outlet 2215 simultaneously and/orsequentially.

The energy retainer portion 2206 may provide energy to a load such asany device that requires energy. For example, when the hypercapacitor2202 is incorporated into a BEV, the energy retainer portion 2206 mayprovide energy to the motor of the vehicle, for example a traction motor(e.g., motors 104, 1710), and/or to other devices or systems of thevehicle that require energy or power.

With continued reference to FIG. 22A-22B, in some embodiments thehypercapacitor 2202 may comprise and/or be electrically coupled to abattery management system (not shown) or other control or managementsystem. The battery management system may include a controller that mayincorporate structural and functional features of the controllersdescribed elsewhere herein. For example, the battery management systemmay monitor and control the flow of energy to and from the variouscomponents and the conditions under which the flow of energy is tooccur. In some embodiments, the battery management system may be inelectrical communication with the energy retainer portion 2206 and/or aload and may monitor and/or control the energy that is provided from theenergy retainer portion 2206 to the load such as a motor of a BEV. Insome embodiments, the battery management system may be in electricalcommunication with the ultracapacitor portion 2204 and may monitorand/or control the energy that is provided to the ultracapacitor portion2204 from an energy source. In some embodiments, the battery managementsystem may be in electrical communication with the ultracapacitorportion 2204 and the energy retainer portion 2206 and may monitor and/orcontrol the energy that is provided to the ultracapacitor portion 2204and the energy that is provided from the energy retainer portion 2206.In some embodiments, the battery management system may monitor and/orcontrol the energy that is provided from the ultracapacitor portion 2204to the energy retainer portion 2206.

FIG. 22C illustrates an example embodiment of a hypercapacitor 2202. Inthis example, the hypercapacitor 2202 comprises an ultracapacitor 2204and an energy retainer portion 2206. The energy retainer portion 2206includes a battery (e.g., nickel-cadmium battery, lithium-ion battery orother type of battery). The ultracapacitor 2204 is electrically coupledto the energy retainer portion 2206. The hypercapacitor 2202 shown inFIG. 22C may operate as described with reference to FIGS. 22A-22B.

FIGS. 23-30 illustrate example embodiments of the hypercapacitor 2202incorporated into an example electric vehicle. FIGS. 23-30 are not meantto be limiting. The hypercapacitor 2202 may be incorporated into anyelectric vehicle or any other system or device that uses or storesenergy.

FIG. 23 illustrates an example embodiment of an energy retainer portion2206 of a hypercapacitor 2202. The energy retainer portion 2206 maycomprise a battery field comprising battery 102 described herein. Theenergy retainer portion 2206 may provide a 33 Kwh standard batteryfield, for example. The energy retainer portion 2206 may include aplurality of individual battery units or modules. For example, as shownin FIG. 23 , the energy retainer portion 2206 may include eightindividual battery units. The energy retainer portion 2206 may storeenergy used to drive the at least one electric motor of the BEV. Inaccordance with several embodiments, the energy retainer portion 2206may not comprise lithium ion batteries, which may provide a benefit toquality of the environment.

FIG. 24 illustrates an example embodiment of a fuse 2402. The fuse 2402may be electrically coupled to the energy retainer portion 2206. Thefuse 2402 may prevent the energy retainer portion 2206 from beingovercharged and/or receiving too much energy (for example, from theultracapacitor portion 2204 as shown in FIG. 22A). For example, if theenergy retainer portion 2206 reaches a certain voltage level, the fuse2402 may advantageously prevent the energy retainer portion 2206 fromreceiving any more energy to charge the energy retainer portion 2206.

FIG. 25 illustrates an example embodiment of an ultracapacitor portion2204 of a hypercapacitor 2202 and a generator 302 of an OBCS. Asdiscussed herein, the ultracapacitor portion 2204 may comprise one ormore ultracapacitors and/or supercapacitors, such as described herein.The generator 302 may be electrically coupled to the ultracapacitorportion 2204 and may provide energy to the ultracapacitor portion 2204to charge the ultracapacitor portion 2204, for example as the BEV is inmotion. In some embodiments, the generator 302 may be electricallycoupled to the ultracapacitor portion 2204 via high voltage wiring. Insome embodiments, the generator 302 may be electrically coupled to theultracapacitor portion 2204 without high voltage wiring. Theultracapacitor portion 2204 may be electrically coupled to the energyretainer portion 2206 (not shown) via high voltage line(s) and/ordirectly and/or via wiring which may stabilize the voltage of theultracapacitor 2204 and prevent voltage loss due to self-discharge.

FIG. 26 illustrates an example embodiment of the energy retainer portion2206. As shown in FIG. 26 , the energy retainer portion 2206 may beenclosed by a housing such that the energy retainer portion 2206 is notsubstantially physically exposed. The housing of the energy retainerportion 2206 may include electrical connectors 2607, 2605. Theelectrical connectors 2607, 2605 may be electrically coupled to theenergy retainer portion 2206 and may be capable of providing energy tothe energy retainer portion 2206 to charge the energy retainer portion2206. The electrical connectors 2607, 2605 may be configured to beremovably electrically coupled to the ultracapacitor portion 2204. Theultracapacitor portion 2204 may provide energy to the energy retainerportion 2206 to charge the energy retainer portion 2206 directly via theelectrical connectors 2607, 2605.

FIG. 27 illustrates an example embodiment of a toggle module 2701. Thetoggle module 2701 shown in FIG. 27 may be incorporated into,implemented by, or used in conjunction with, the other systems, devices,or components described herein, such as the hypercapacitor 2202 and/orthe OBCS 210. The toggle module 2701 may be electrically coupled to thegenerator 302 of the OBCS 210, the ultracapacitor portion 2204 (notshown) and the energy retainer portion 2206 (not shown) of thehypercapacitor 2202. The toggle module 2701 may control charging of theultracapacitor portion 2204 and/or the energy retainer portion 2206. Forexample, the toggle module 2701 may control when the generator 302provides energy to the ultracapacitor portion 2204 and/or when theultracapacitor portion 2204 provides energy to the energy retainerportion 2206. The toggle module 2701 may be located within an interiorregion of a BEV, such as adjacent to a driver as shown in FIG. 27 .

The toggle module 2701 may include one or more buttons, switches orother mechanisms that may be operated by a user, such as a driver of theBEV. For example, the toggle module 2701 may include a button 2703 andone or more switches 2705. The button 2703 and switches 2705 are givenas examples of user-operable mechanisms and are not meant to belimiting. In some embodiments, toggle module 2701 may include otheruser-operable mechanisms, such as a capacitive touchscreen or electronicactuator. Operation of the one or more switches 2705, such as by a user,may cause the generator to charge the ultracapacitor portion 2204 or tocease charging the ultracapacitor portion 2204. Each of the one or moreswitches 2705 may correspond to a unique capacitor of the ultracapacitorportion 2204. Operation of the button 2703, such as by a user, may causethe ultracapacitor portion 2204 to charge the energy retainer portion2206 or to cease charging the energy retainer portion 2206.Additionally, and/or alternatively to manually toggling between chargingand not charging the ultracapacitor portion 2204 and/or the energyretainer portion 2206 described with reference to FIG. 27 ,automatically toggling may occur based on various resistances, voltagesetc., as discussed herein.

FIG. 28 shows various instruments 2801 which may be incorporated into,implemented by, or used in conjunction with, the other systems, devices,or components described herein, such as the hypercapacitor 2202 and/orthe OBCS 210. In some embodiments, the instruments 2801 may beconfigured to display information to a user, such as a driver of a BEV.For example, the instruments 2801 may display voltage and/or amperage ofcomponents of the BEV such as the hypercapacitor 2202 and/or the OBCS210. The instruments 2801 may display, for example, charge rate and/orcharge status of the ultracapacitor 2204 and the energy retainer portion2206. In some embodiments, the instruments 2801 may be configured toreceive user input, which may control operation and/or functionality ofthe systems as described herein.

FIG. 29 shows an example BEV employing the systems and components asdiscussed herein such as the one or more driven masses (e.g., fifthwheel 202), the OBCS 210, hypercapacitor 2202 and other componentsdiscussed herein. The BEV shown in FIG. 29 is not meant to be limitingand any vehicle, vessel or equipment (such as those shown in FIGS.31A-31M) may incorporate the systems and components discussed herein.

FIG. 30 illustrates a chart of example data relating to voltagegeneration and usage of an OBCS 210 and hypercapacitor 2202 operating ina BEV while travelling a distance. As shown in FIG. 30 , the BEV startsat a location 0 and travels a distance of 6.6 miles during which theOBCS 210 and hypercapacitor 2202 are operating within the BEV. The chartof FIG. 30 shows the voltage generated by the OBCS 210 and provided tothe ultracapacitor portion 2204 (left column; denominated ultracapacitorvoltage) and the voltage provided from the energy retainer portion 2206to the motor of the vehicle (right column; denominated battery fieldvoltage). As shown in the chart of FIG. 30 , the ultracapacitor voltageand energy retainer portion voltage begin at 352.4V and 351.2V,respectively, when the BEV is at location 0. Upon starting the vehicle,the voltage of the ultracapacitor portion 2204 and/or the energyretainer portion 2206 may decrease significantly, for example by about5V. This may be due to the large amounts of energy required to start themotor of a vehicle and/or to accelerate the vehicle from rest.

In some embodiments, the fifth wheel 202 may be configured to not be incontact with the ground (for example in a position stored upward fromthe ground) as the vehicle accelerates (for example from rest) to reducethe drag on the vehicle as the vehicle accelerates and so to minimizethe energy reduction in the ultracapacitor portion 2204 and/or energyretainer portion 2206 required for acceleration of the vehicle. Thefifth wheel 202 may be configured to drop, for example automatically, tocontact the ground to begin generating energy as discussed herein whenthe vehicle is not accelerating (for example from rest), for examplewhen the vehicle has reached a substantially constant, non-zero velocityfor example 25 miles per hour. The fifth wheel may be configured toautomatically raise (to avoid contact with the ground to reduce drag onthe vehicle) when the vehicle is accelerating and/or when the vehicle'sacceleration is above a certain threshold, when the vehicle isaccelerating within certain velocities and/or when the vehicle is movingwithin threshold velocities. The fifth wheel may be configured toautomatically drop (to contact the ground to generate energy) when thevehicle is not accelerating, and/or when the vehicle's acceleration isbelow a certain threshold and/or when the vehicle is moving withinthreshold velocities.

As the vehicle travels, the driven mass, such as the fifth wheel 202,the OBCS 210 and other components described herein may generate energyto transfer to the ultracapacitor 2204. As the ultracapacitor portion2204 receives energy, for example, from the generator 302, theultracapacitor portion 2204 may increase in voltage. The ultracapacitorportion 2204 may transfer energy to the energy retainer portion 2206 tocharge the energy retainer portion 2206.

As shown in the graph of FIG. 30 , as the BEV travels from mile 1 tomile 6.6 the voltage in the ultracapacitor portion 2204 remainsrelatively constant (e.g., 345.3 to 345.5). The increase in theultracapacitor portion 2204 voltage of 0.2V may be due to the energyreceived from the energy generating components such as the drivenmass(es) (e.g., fifth wheel 202) and the generator 302.

As shown in the graph of FIG. 30 , as the BEV travels from mile 1 tomile 6.6 the voltage in the energy retainer portion 2206 may increasefrom 346V to 349.02V. The increase in the energy retainer portion 2206voltage of about 3V may be due to energy received from theultracapacitor portion 2204. As shown by the data of the graph of FIG.30 , as the BEV travels, energy may be generated by the energygenerating components such as the driven mass, the generator 302, etc.,and may be provided to the ultracapacitor portion 2204 which may in turnprovide the energy to the energy retainer portion 2206.

FIGS. 31A-31M illustrate various example vehicles or otherwise that mayincorporate the various components and systems discussed herein such asa power generation system, which may also be referred to as a chargingsystem, such as the OBCS 210, which may comprise a generator 302, one ormore driven masses 3102, an energy storage system such as thehypercapacitor 2202 discussed herein, and a motor 104. The OBCS 210 maybe coupled to the hypercapacitor 2202 and may be capable of providingenergy to the hypercapacitor 2202, as discussed herein. Thehypercapacitor 2202 may be coupled to the motor 104 and may be capableof providing energy to the motor 104.

FIGS. 31A-31M are shown as examples and are not meant to be limiting. Insome embodiments, the example vehicles shown in FIGS. 31A-31M may notinclude one or more of the components shown, such as the hypercapacitorenergy storage device 2202 and/or the charging system. For example, insome embodiments, a vehicle may incorporate a hypercapacitor 2202 andmotor 104 but not a charging system and driven mass. In someembodiments, a vehicle may incorporate a charging system coupleddirectly to a motor 104 without a hypercapacitor 2202. In someembodiments, the hypercapacitor 2202 may be replaced with an alternativeenergy storage system, such as any of the energy storage systemembodiments discussed herein. In some embodiments, the example vehiclesshown in FIGS. 31A-31M may include additional components not shown inFIGS. 31A-31M. In some embodiments, the components shown in the examplevehicles of FIGS. 31A-31M may be coupled according to any of the variousexample embodiments discussed herein which may or may not be shown inFIGS. 31A-31M. The OBCS 210 and hypercapacitor 2202 and other componentsshow in FIGS. 31A-31M may operate as discussed in any of the examplesherein. The driven mass 3102 may comprise a wheel (such as the fifthwheel 202) or other mechanism such as a propeller, rotor, turbine, orthe like, as discussed herein.

FIGS. 31A and 31B illustrate example farm and/or construction equipmentthat may incorporate a power generation system such as the OBCS 210discussed herein, a driven mass 3102, such as the one or more fifthwheels 202 discussed herein, and/or an energy storage system such as thehypercapacitor 2202 discussed herein.

FIG. 31C illustrates an example commercial vehicle, such as asemi-truck, that may incorporate a power generation system such as theOBCS 210 discussed herein, a driven mass 3102, such as the one or morefifth wheels 202 discussed herein, and/or an energy storage system suchas the hypercapacitor 2202 discussed herein.

FIG. 31D illustrates an example electric bus that may incorporate apower generation system such as the OBCS 210 discussed herein, a drivenmass 3102, such as the one or more fifth wheels 202 discussed herein,and/or an energy storage system such as the hypercapacitor 2202discussed herein.

FIG. 31E illustrates an example electric rail vehicle that mayincorporate a power generation system such as the OBCS 210 discussedherein, a driven mass 3102, such as the one or more fifth wheels 202discussed herein, and/or an energy storage system such as thehypercapacitor 2202 discussed herein.

FIGS. 31F-31G illustrate example aircraft that may incorporate a powergeneration system such as the OBCS 210 discussed herein, a driven mass3102 and/or an energy storage system such as the hypercapacitor 2202discussed herein.

FIG. 31H illustrates an example watercraft that may incorporate a powergeneration system such as the OBCS 210 discussed herein, a driven mass3102 and/or an energy storage system such as the hypercapacitor 2202discussed herein.

FIG. 31I illustrates an example electric bicycle that may incorporate apower generation system such as the OBCS 210 discussed herein, a drivenmass 3102, such as the one or more fifth wheels 202 discussed herein,and/or an energy storage system such as the hypercapacitor 2202discussed herein.

FIG. 31J illustrates an example electric scooter that may incorporate apower generation system such as the OBCS 210 discussed herein, a drivenmass 3102, such as the one or more fifth wheels 202 discussed herein,and/or an energy storage system such as the hypercapacitor 2202discussed herein.

FIG. 31K illustrates an example electric tram or cable car that mayincorporate a power generation system such as the OBCS 210 discussedherein, a driven mass 3102, such as the one or more fifth wheels 202discussed herein, and/or an energy storage system such as thehypercapacitor 2202 discussed herein.

FIG. 31L illustrates an example electric cart such as a golf cart thatmay incorporate a power generation system such as the OBCS 210 discussedherein, a driven mass 3102, such as the one or more fifth wheels 202discussed herein, and/or an energy storage system such as thehypercapacitor 2202 discussed herein.

FIG. 31M illustrates an example electric motorcycle that may incorporatea power generation system such as the OBCS 210 discussed herein, adriven mass 3102, such as the one or more fifth wheels 202 discussedherein, and/or an energy storage system such as the hypercapacitor 2202discussed herein.

Farm and Construction Equipment

In some instances, the OBCS 210 and the one or more fifth wheels 202(and corresponding equipment) may be integrated with electric poweredfarm equipment and/or construction equipment. Such farm equipment maycomprise an electric tractor, an electric swather, an electric sprayer,and the like. In such embodiments, the fifth wheel(s) 202 may be sizedto rotate multiple times for each single rotation of a wheel of theelectric powered farm equipment. Furthermore, the electric powered farmequipment may comprise multiple fifth wheels 202 and correspondingequipment. The electric power farm equipment may comprise multiplebatteries and/or energy storage components. As such, the multiple fifthwheels 202 and corresponding equipment may be used to charge the energystorage components of the electric power farm equipment while theelectric power farm equipment is in operation and/or in motion. In someinstances, the OBCS 210 may comprise or be coupled to a controllerconfigured to automatically detect a voltage of the energy storagecomponents and/or motors of the electric powered farm equipment when theOBCS 210 is coupled to the electric power farm equipment, for examplevia a charge port of the electric power farm equipment. In someinstances, based on the detected voltage of the energy storagecomponents and/or motors of the electric powered farm equipment, theOBCS 210 can automatically adapt or adjust its output voltage toappropriately charge the energy storage components of the electric powerfarm equipment. Similarly, in some embodiments, the controller mayenable retraction and/or extension of one or more of the multiple fifthwheels 202 to enable the controller to vary the amount of powergenerated by the multiple fifth wheels 202. In some instances, the OBCS210 may vary energy generated and/or output by the OBCS 210 based ondemand or the electric powered farm equipment. In some instances, theOBCS 210 may route power generated by the OBCS 210 based on demand, forexample directly to motors powering the electric powered farm equipmentin certain conditions, motors and batteries/capacitors of the electricpowered farm equipment, and/or motors, batteries, and capacitors of theelectric powered farm equipment. In some instances, such control of thefifth wheels 202 may be based on an analysis of charge remaining in theenergy storage components of the electric powered farm equipment and/orcurrent demand of operation of the electric powered farm equipment.

In some instances, the fifth wheel 202 may be coupled to a gearboxallowing one or more ratios of rotating components to be adapted to themovement of the electric powered farm equipment, enabling the OBCS 210and/or an operator to mechanically control and/or adjust rates at whichelectricity is generated by generators coupled to the fifth wheel(s)202. For example, the gearbox can enable changing of ratios between therotation of the fifth wheel(s) 202 of the electric powered farmequipment based on a speed at which the electric powered farm equipmentis traveling or a grade on which the electric powered farm equipment istraveling, thereby impacting rotations of the generator and electricityproduced by the generator. For example, if the electric powered farmequipment is traveling slowly or up-hill, the gearbox can be adjustedsuch that the ratio of the generator and the fifth wheels 202 are closerto each other. If the electric powered farm equipment is travelingquickly or down-hill, the gearbox can be adjusted such that the ratio ofthe generator and the fifth wheels 202 are such that a single rotationof the fifth wheel 202 results in multiple rotations of the generatorvia the gearbox.

Transportation Equipment

In some instances, the OBCS 210 and the one or more fifth wheels 202(and corresponding equipment) may be integrated with electric poweredtransportation equipment. Such transportation equipment may comprise anelectric bus, an electric train, an electric plane, an electricwatercraft, and the like. In such embodiments, the fifth wheel(s) 202may be sized to rotate multiple times for each single rotation of awheel of the electric powered transportation equipment. When theequipment comprises the electric plane, the fifth wheel(s) 202 maycomprise wheels on the landing gear or rotation fans or similarcomponents disposed on the plane that rotate in response to movement ofthe plane through the atmosphere or an environment (for example, causedto move by wind or resistance in the air, etc.). When the equipmentcomprises the electric watercraft, the fifth wheel(s) 202 may compriseone or more propellers in the water that rotate in response to thewatercraft moving through the water or blades, fans, or similarcomponents that rotate in response to movement of the watercraft throughthe atmosphere or an environment (for example, caused to move by wind orresistance in the air, etc.). Furthermore, the electric poweredtransportation equipment may comprise multiple fifth wheels 202 andcorresponding equipment. The electric power transportation equipment maycomprise multiple batteries and/or energy storage components. As such,the multiple fifth wheels 202 and corresponding equipment may be used tocharge the energy storage components of the electric powertransportation equipment while the electric power transportationequipment is in operation and/or in motion. In some instances, the OBCS210 may comprise or be coupled to a controller configured toautomatically detect a voltage of the energy storage components and/ormotors of the electric powered transportation equipment when the OBCS210 is coupled to the electric power transportation equipment, forexample via a charge port of the electric power transportationequipment. In some instances, based on the detected voltage of theenergy storage components and/or motors of the electric poweredtransportation equipment, the OBCS 210 can automatically adapt or adjustits output voltage to appropriately charge the energy storage componentsof the electric power transportation equipment. Similarly, in someembodiments, the controller may enable retraction and/or extension ofone or more of the multiple fifth wheels 202 to enable the controller tovary the amount of power generated by the multiple fifth wheels 202. Insome instances, the OBCS 210 may vary energy generated and/or output bythe OBCS 210 based on demand or the electric powered transportationequipment. In some instances, the OBCS 210 may route power generated bythe OBCS 210 based on demand, for example directly to motors poweringthe electric powered transportation equipment in certain conditions,motors and batteries/capacitors of the electric powered transportationequipment, and/or motors, batteries, and capacitors of the electricpowered transportation equipment. In some instances, such control of thefifth wheels 202 may be based on an analysis of charge remaining in theenergy storage components of the electric powered transportationequipment and/or current demand of operation of the electric poweredtransportation equipment.

In some instances, the fifth wheel 202 may be coupled to a gearboxallowing one or more ratios of rotating components to be adapted to themovement of the electric powered transportation equipment, enabling theOBCS 210 and/or an operator to mechanically control and/or adjust ratesat which electricity is generated by generators coupled to the fifthwheel(s) 202. For example, the gearbox can enable changing of ratiosbetween the rotation of the fifth wheel(s) 202 of the electric poweredtransportation equipment based on a speed at which the electric poweredtransportation equipment is traveling or a grade on which the electricpowered transportation equipment is traveling, thereby affectingrotations of the generator and electricity produced by the generator.For example, if the electric powered transportation equipment is awatercraft traveling against a current or an aircraft flying into aheadwind, the gearbox can be adjusted such that the ratio of thegenerator and the fifth wheels 202 are closer to each other. If theelectric powered watercraft is traveling with current or is the electricpower plane traveling with a tail-wind, the gearbox can be adjusted suchthat the ratio of the generator and the fifth wheels 202 are such that asingle rotation of the fifth wheel 202 results in multiple rotations ofthe generator via the gearbox, and so forth.

In some instances, the fifth wheel 202 may be integrated with anon-driven wheel of a vehicle or motor powered device. For example,non-driven wheels 106 in the BEV 100 can be mechanically coupled to thegenerator 302 in a manner such that the non-driven wheels 106 canoperate as the fifth wheel 202. As such, the non-driven wheels 106 cancause the generator 302 to rotate and create energy to charge thecapacitor module 502 and/or the battery module 102. In some instances,the non-driven wheel 106 may comprise one of the wheels used fordirectional control of the BEV 100, for example one of the wheels thatchange orientation or direction in response to a steering instructionsfor the BEV 100.

Personalized Equipment

In some instances, the OBCS 210 and the one or more fifth wheels 202(and corresponding equipment) may be integrated with personalizedelectric powered equipment, such as a bicycle, a motorized scooter, askateboard, and the like. Such personalized powered equipment maycomprise an electric bus, an electric train, an electric plane, anelectric watercraft, and the like. In such embodiments, the fifthwheel(s) 202 may be sized to rotate multiple times for each singlerotation of a wheel of the personalized powered equipment. When theequipment comprises the scooter or the skateboard, the fifth wheel(s)202 may comprise wheels on a bottom of the scooter or skateboard thatrotate in response to movement of the scooter or skateboard, for exampleon a road, sidewalk, or the like. When the scooter that operates in orunder water, the fifth wheel(s) 202 may comprise one or more propellersin the water that rotate in response to the scooter moving through thewater or one or more blades, fans, or similar components that rotate inresponse to movement of the watercraft through the atmosphere or anenvironment (for example, caused to move by resistance in the water,wind, air, etc.). The personalized powered equipment may comprisemultiple fifth wheels 202 and corresponding equipment. The personalizedpower equipment may comprise multiple batteries and/or energy storagecomponents. As such, the multiple fifth wheels 202 and correspondingequipment may be used to charge the energy storage components of thepersonalized power equipment while the personalized power equipment isin operation and/or in motion. In some instances, the OBCS 210 maycomprise or be coupled to a controller configured to automaticallydetect a voltage of the energy storage components and/or motors of theelectric powered transportation equipment when the OBCS 210 is coupledto the electric power transportation equipment, for example via a chargeport of the personalized power equipment. In some instances, based onthe detected voltage of the energy storage components and/or motors ofthe personalized powered equipment, the OBCS 210 can automatically adaptor adjust its output voltage to appropriately charge the energy storagecomponents of the personalized power equipment. Similarly, in someembodiments, the controller may enable retraction and/or extension ofone or more of the multiple fifth wheels 202 to enable the controller tovary the amount of power generated by the multiple fifth wheels 202. Insome instances, the OBCS 210 may vary energy generated and/or output bythe OBCS 210 based on demand or the personalized powered equipment. Insome instances, the OBCS 210 may route power generated by the OBCS 210based on demand, for example directly to motors powering thepersonalized powered equipment in certain conditions, motors andbatteries/capacitors of the personalized powered equipment, and/ormotors, batteries, and capacitors of the personalized powered equipment.In some instances, such control of the fifth wheels 202 may be based onan analysis of charge remaining in the energy storage components of thepersonalized powered equipment and/or current demand of operation of thepersonalized powered equipment.

As described with reference to other embodiments herein, the fifth wheel202 may be coupled to a gearbox allowing one or more ratios of rotatingcomponents to be adapted to the movement of the personalized poweredtransportation equipment, enabling the OBCS 210 and/or an operator tomechanically control and/or adjust rates at which electricity isgenerated by generators coupled to the fifth wheel(s) 202. Additionally,the fifth wheel 202 may be integrated with a non-driven wheel of thepersonalized power equipment. As such, the non-driven wheels 106 cancause the generator 302 to rotate and create energy to charge thecapacitor module 502 and/or the battery module 102 without requiring anadditional wheel 202.

As described herein, the OBCS 210 may be interchangeable with variouselectric powered devices. For example, the OBCS 210 for a general BEV100 may be interchangeable with those for farm equipment, within aspecified operation range. This may allow a user to purchase a singleOBCS 210 and use it for multiple electric powered devices. For example,a homeowner may purchase a single OBCS 210 even through the homeownerhas two vehicles because the single OBCS 210 can be easily removed andintegrated with both of the vehicles. Similarly, an airline may purchasea smaller number OBCS 210 than aircraft knowing that an OBCS 210 fromone airplane can be moved to and integrated with a different aircraft asneeded or on demand.

In the various equipment described above, the transportation equipmentmay comprise a passenger vehicle (or similar personal use vehicle)travels on a road. A driven mass, as used herein, for the passengervehicle may comprise a wheel placed in contact with a surface of theroad and rotate while the passenger vehicle is in motion. Similarly, thevehicle may comprise a commercial vehicle that travels on a road, andthe driven mass may comprise a wheel placed and that rotates when incontact with the surface of the road and the commercial vehicle is inmotion. Example commercial vehicles may include trucks, semi-trucks,tractor-trailers, semi-tractors, transport trucks, refrigerator trucks,flat-bed trucks, tow-trucks, dump trucks and the like.

In embodiments where the vehicle comprises a rail vehicle that travelsalong a railway or corridor, the driven mass comprises a wheel placedand that rotates when in contact with a surface of the railway orcorridor and the rail vehicle is in motion.

In some embodiments, the vehicle is a piece of farm equipment thattravels on the ground. The driven mass may comprise a wheel placed incontact with a surface of the ground; when the piece of farm equipmentis in motion and the wheel is in contact with the surface of the ground,the driven mass may rotate with the movement of the piece of farmequipment.

In some embodiments, the vehicle is an aircraft that travels through theair. In such embodiments, the driven mass comprises one or more of arotor assembly or a wind turbine that rotates while the aircraft travelsthrough the air. For example, such driven mass embodiments may be placedin various locations of the aircraft where airflow would be greatestand, thus, where energy generation would be greatest.

In some embodiments, the vehicle may comprise a piece of constructionequipment that travels on the ground. The piece of constructionequipment may comprise a driven mass that is a wheel placed in contactwith a surface of the ground that rotates when the piece of constructionequipment is in motion.

In some instances, the vehicle comprises a watercraft that travels inwater. The driven mass of the watercraft may comprise a rotor assemblyor a turbine that rotates while the watercraft travels through thewater. In some instances, the rotor assembly or turbine rotates when incontact with the water or that rotates when open to the air. Such adriven mass may rotate in response to moving through either the water orthe air and thus result in the generation of energy as described herein.

In some instances, the vehicle comprises a cycle that travels on theground, and the driven mass of the vehicle comprises a wheel thatrotates while placed and that rotates when in contact with a surface ofthe ground and the motorized cycle is in motion.

In some embodiments, the vehicle comprises a tram or cable car thattravels along a cable. The driven mass of such a vehicle comprises awheel that rotates while placed and that rotates when in contact with asurface of the cable and the tram or cable car is in motion.

In some instances, the OBCS 210 may be moved between vehicles and beconfigured to provide different output power requirements. In someembodiments, the OBCS 210 may comprise a hardware controller that helpscontrol a variable output charging unit. The hardware controller mayidentify control signals to convey to the output charging unit based onthe vehicle in which the OBCS 210 is installed based on the identifiedoutput power parameters for the vehicle in which the OBCS 210 isinstalled. Thus, the OBCS 210 may be moved between vehicles, for examplebetween different passenger vehicles, commercial vehicles, and so forth.This may allow a single entity (for example, a family) purchase a singleOBCS 210 and corresponding equipment described herein and swap itbetween vehicles owned by the family to reduce upfront costs butmaintain the ability to improve all vehicles owned and/or operated bythe family.

Details of Electronics

In some embodiments, the vehicle comprises various components used tocontrol the generation, storage, and consumption of electricity by thevehicle. For example, the vehicle may comprise one or more energystorage management components and/or circuits. In some instances, theenergy storage management circuit may comprise one or more invertersthat can be used to generate electricity in a range of DC voltages. Forexample, an inverter, or a combination of multiple inverters, may beused to convert an AC voltage generated by the generator(s) for storageand/or consumption into DC voltage in a range of 48-480 V, or higher. Insome instances, a pair of inverters can be used, in combination, togenerate higher voltages as needed for the specific requirements of thevehicle. For example, where different electric vehicles operate at orwith different voltages, different numbers of inverters can be utilizedto help ensure interchangeability of components and/or systems betweendifferent vehicles and different types of vehicles.

In some instances, the electrical connections of the OBCS 210 with theelectric vehicle may vary based on the type of electric vehicle to whichthe OBCS 210 is being integrated. For example, if the electric vehiclecomprises a charging connector (for example, a connector capable ofreceiving a charge via Level 1 charger or a Level 2 charger), then theOBCS 210 may comprise a connector that can couple to the chargingconnector and provide energy to the electric vehicle via the chargingconnector. In other instances, the OBCS 210 may be hardwired toparticular terminals in the electric vehicle.

In some instances, one or more components of the OBCS 210 cancommunicate with the BEV 100 via a CAN network, which enablescommunications between different components of the BEV 100. In someinstances, the CAN network can identify when the OBCS 210 includesmultiple generators 302 and similar components that allows for operationat different voltage levels and speeds. For example, the BEV 100 and theOBCS 210 may include a first generator 302 mechanically coupled to thefifth wheel 202 that is geared and/or sized to operate most efficientlyat speeds less than 30 miles per hour. Similarly, a second generator 302of the OBCS 210 mechanically coupled to the fifth wheel 202 is gearedand/or sized to operate most efficiently at speeds greater than 30 milesper hour. The OBCS 210 and the BEV 100 may cause the first and secondgenerators 302 to switch between operation based on the speed of the BEV100. For example, a relay or similar controlled switchable element maycause only one of the first and second generators 302 to conveygenerated energy to one or more of the capacitor module 502, batterymodule 102, and the motor 104 (for example, via an inverter or driveunit). In some instances, the first and second generators may besimultaneously connected to one or more of the capacitor module 502,battery module 102, and the motor 104 (for example, via an inverter ordrive unit) when the two generators 302 together are most efficient forcharging the battery module 102 or capacitor module 502.

In such instances, the controller for the BEV 100 or the OBCS 210 maymonitor the speed of the BEV 100 and efficiency levels of the variouscomponents of the OBCS 210 and switch between components accordingly.For example, the BEV 100 and the OBCS 210 can control whether thecharging of the battery module 102 or the capacitor module 502 isperformed at Level 3 or Level 2. In some instances, the controller ofthe OBCS 210 and/or the BEV 100 can monitor errors and adapt charginglevels and parameters to reduce errors.

In some instances, the CAN network can be used to wake up one or more ofthe generators 302 at corresponding speeds of the BEV 100. For example,the OBCS 210 may generate necessary controls to turn on the firstgenerator 302 at lower speeds (e.g., 0-30 miles per hour) and turn onthe second generators 302 at higher speeds (e.g., 30-70 miles per hour)and both generators 302 at highest speeds (e.g., 70+ miles per hour).Alternatively, selection between generators 302 (and/or othercomponents) may be based on a number of rotations of the fifth wheel 202and/or rotations of the input shaft of the generators 302. Additionally,the OBCS 210 and the CAN network can be used to release energy in thegenerator 302, for example by disengaging the generator 302 from thefifth wheel 202 or disconnect the generators 302 from the load. Such arelease of energy may occur automatically based on an interval, chargelevel in the generator 302, charge levels of the battery module 102and/or the capacitor module 502, and the like.

In some instances, the capacitor module 502 comprises multiple capacitormodules in parallel or series dependent on at total voltage storagevalue desired. For example, if the generator 302 generates an outputvoltage of 350V, then the capacitor module 502 may comprise twocapacitor modules 502 at approximately 180V. In some instances, thegenerators 302 may generate AC output voltages and feed into a AC/DCconverter to convert generated AC voltage to DC for storage and/orconsumption in one or more of the capacitor module 502, the batterymodule 102, and the motor 104 (e.g., via a drive or inverter). In someinstances, the generators 302 may generate DC output voltages and notneed any AC/DC converter.

FIG. 15 shows an example simplified circuit diagram 1500 for controllingenergy flow between generator 302 coupled to a fifth wheel 202 and themotor 104 driving the BEV 100. The diagram 1500 includes the motor 104electrically connected to a variable drive 1502 that controls the outputof the motor 104, for example based on frequency (for example, for ACmotors 104), speed (for AC and/or DC motors 104), and the like. Thediagram 1500 may show the components that enable charging of the batterymodule 102 and/or the capacitor module 502 with energy generated by thegenerator 302 and discharging of the battery module 102 and/or thecapacitor module 502 to power the variable drive 1502.

The variable drive 1502 may comprise an inverter and/orinverter/controller unit or similar component or combination ofcomponents that otherwise condition, limit, control, and/or change apower signal received from a power source (for example, one or more ofthe battery module 102 and the capacitor module 502). In some instances,the variable drive 1502 may receive an input (for example, from acontroller, not shown in FIG. 15 ) that directs the variable drive 1502to provide the motor 104 with a particular signal to control how themotor 104 runs. The variable drive 1502 may receive energy from one ormore of the battery module 102 and the capacitor module 502 via a relay1504. The relay 1504 may be controlled via the controller (not shown)and enable either or both of the battery module 102 and the capacitormodule 502 to provide power to the variable drive 1502. Similarly, therelay 1504 may enable the battery module 102 and/or the capacitor module502 to receive power generated by the generator 302. In some instances,the relay 1504 may comprise one or more components able to condition orotherwise adapt the power provided to the battery module 102 from thegenerator 302, to the capacitor module 502 from the generator 302, tothe variable drive 1502 from the battery module 102, and/or to thevariable drive 1502 from the capacitor module 502. In some instances,the relay 1504 may comprise one or more circuit protection components toprotect any devices connected to the relay 1504 from experiencingdamaging conditions through the relay 1504, for example a surge or shortcondition.

In some instances, the relay 1504, and other components of the diagram1500, may be controlled with one or more controllers, for example aremote controller 1506. The remote controller 1506 may comprise acontrol unit or interface accessible to an operator of the BEV 100.Alternatively, the remote controller 1506 may comprise a controllercomponent for the BEV 100 (for example, an engine control module (ECM)or powertrain control module (PCM) in the BEV 100). The remotecontroller 1506 may control flow through the relay 1506 based on variousconditions for the BEV 100. For example, the remote controller 1506 maymonitor energy demand by the motor 104 and control the relay 1504 toenable one or both of the battery module 102 and the capacitor module502 to convey energy stored therein to the motor 104 via the variabledrive 1502 based on the monitored energy demand of the motor 104 andvariable drive 1502. In some instances, the remote controller 1506 maycontrol flow through the relay 1504 based on a voltage of the batterymodule 102. For example, as the voltage of the battery module 102fluctuates, energy from the generator 302 may be conveyed to the batterymodule 102 to maintain the voltage of the battery module 102 at adesired threshold or within a desired range. Similarly, the remotecontroller 1506 may control flow through the relay 1504 to charge thebattery module 102 via the capacitor module 502 based on a desire tomaintain the voltage of the battery module 102 at the desired thresholdor within the desired range. In some instances, the remote controller1506 may control flow through the relay 1506 to charge the capacitormodule 502 with the generator 302 based on a desire to maintain avoltage of the capacitor module 502 at a desired threshold voltage orwithin a desired voltage range.

In some embodiments, the relay 1504 may be configured to limit flow ofenergy between components. For example, the relay 1504 may limit thecapacitor module 502 to providing energy to the battery module 102 suchthat the capacitor module 502 is used to recharge the battery module 102as the battery module 102 voltage is consumed by the motor 104. Therelay 1504 may receive control signals from the remote controller 1506,which may be an automated controller or receive command inputs from auser or operator of the electric vehicle. For example, the user cancause the relay 1504 to enable charge from the capacitor module 502 tofeed to one of the motor 104 and the battery module 102 and/or cause therelay 1504 to feed a charge from the battery module 102 to the motor 104or the capacitor module 502.

In some instances, the filtering or conditioning circuit (for example,the relay 1504) is coupled to the generator 302. The filtering orconditioning circuit may receive energy from the generator 302 and acontrol signal from the remote controller 1506, generate a charge outputbased on the energy and the control signal, and convey the charge outputto the electric vehicle. In some embodiments, the remote controller 1506may monitor parameters for the electric vehicle (for example, voltageand/or current settings) and use these monitored parameters to controloperation of the OBCS 210. For example, the remote controller 1506 maycause the OBCS 210 to operate to generate energy at specific parametersfor the electric vehicle in which the OBCS 210 is installed so that theOBCS 210 can provide power to the electric vehicle. In some instances,the filtering or conditioning circuit comprises a charging circuit (forexample, the charger 403). In some instances, the relay 1504 may createopen circuits between components to prevent energy flow and closedcircuits to enable energy flow, for example between the generator 302and a charging port of the BEV 100. Additionally, a second filteringcircuit may be disposed between the generator 302 and the charger 403that filters the output from the generator 302 via one or more offiltering, cleaning, matching, and converting the electrical output toreduce risk of damage to any components of the electric vehicle.

The diagram 1500 may be utilized with any features described herein,including the retractable fifth wheel 202. In some instances, the OBCS210, via one or more components described herein, may provide power tothe motor 104, the battery module 102, and/or the capacitor module 502within an approximate range of between 24 volts and 800 volts DC,inclusive.

FIG. 16 shows an example simplified circuit diagram 1600 for controllingenergy flow between a generator 302 coupled to a fifth wheel 202 (notshown) and the motor 104 driving the BEV 100. The diagram 1600 includesthe motor 104 electrically connected to a variable drive 1602 thatcontrols the output of the motor 104, for example based on frequency(for example, for AC motors 104), speed (for AC and/or DC motors 104),and the like. The diagram 1600 may show the components that enablecharging of the battery module 102 and/or the capacitor module 502 withenergy generated by the generator 302 and discharging of the batterymodule 102 and/or the capacitor module 502 to power the variable drive1602.

The variable drive 1602 may comprise an inverter and/orinverter/controller unit or similar component or combination ofcomponents that otherwise condition, limit, control, and/or change apower signal received from a power source (for example, one or more ofthe battery module 102 and the capacitor module 502). In some instances,the variable drive 1602 may receive an input (for example, from acontroller) that directs the variable drive 1602 to provide the motor104 with a particular signal to control how the motor 104 runs. Thevariable drive 1602 may receive energy from the battery module 102, insome instances via a relay 1604. Alternatively, or additionally, relay1604 may be controlled via a controller and enable charging of thebattery module 102 by the capacitor module 502 as the battery module 102discharges from providing power to the inverter 1602. Similarly, therelay 1604 may enable the capacitor module 502 to receive powergenerated by the generator 302 (for example, via a filtering orconditioning circuit 1608). In some instances, the relay 1604 maycomprise one or more components able to condition or otherwise adapt thepower conveyed between other components shown in FIG. 16 , for examplefrom the capacitor module 502 to the battery module 102, from thebattery module 102 to the variable drive 1602, and/or from the filteringcircuit 1608 to the capacitor module 1602). In some instances, the relay1604 may comprise one or more circuit protection components to protectany devices connected to the relay 1604 from experiencing damagingconditions through the relay 1604, for example a surge or shortcondition. Similarly, the filtering or conditioning circuit 1608 maycomprise one or more circuit protection components to protect anydevices connected to the filtering or conditioning circuit 1608 fromexperiencing damaging conditions from energy conveyed through thefiltering or conditioning circuit 1608, for example a surge or shortcondition.

In some instances, the relay 1604, and other components of the diagram1600, may be controlled with one or more controllers, for example aremote controller 1606. The remote controller 1606 may comprise acontrol unit or interface accessible to an operator of the BEV 100.Alternatively, the remote controller 1606 may comprise a controllercomponent for the BEV 100 (for example, an engine control module (ECM)or powertrain control module (PCM) in the BEV 100). The remotecontroller 1606 may control flow through the relay 1604 based on variousconditions for the BEV 100. For example, the remote controller 1606 maymonitor energy demand by the motor 104 and control the relay 1604 toenable the battery module 102 to convey energy stored therein to themotor 104 via the variable drive 1602 based on the monitored energydemand of the motor 104 and variable drive 1602. Similarly, the remotecontroller 1606 may monitor energy demand by the battery module 102 andcontrol the relay 1604 to enable the capacitor module 502 to conveyenergy stored therein to the battery module 102 when the battery module102 voltage drops below a specified voltage threshold. In someinstances, the remote controller 1606 may control flow through the relay1604 based on information received from one or more components shown inFIG. 16 and in the BEV 100. For example, as the voltage of the batterymodule 102 fluctuates, energy from the capacitor module 502 is used torecharge the battery module 102 to maintain the voltage of the batterymodule 102 at a desired threshold or within a desired range. Similarly,the remote controller 1606 may control flow through the relay 1604 tocharge the battery module 102 via the capacitor module 502 based on adesire to maintain the voltage of the battery module 102 at the desiredthreshold or within the desired range. In some instances, the remotecontroller 1606 may control flow through the relay 1604 to charge thecapacitor module 502 with the generator 302 based on a desire tomaintain a voltage of the capacitor module 502 at a desired thresholdvoltage or within a desired voltage range.

In some embodiments, the relay 1604 may be configured to limit flow ofenergy between components. For example, the relay 1604 may limit thecapacitor module 502 to providing energy to the battery module 102 suchthat the capacitor module 502 is used to recharge the battery module 102as the battery module 102 voltage is consumed by the motor 104. Therelay 1604 may receive control signals from the remote controller 1606,which may be an automated controller or receive command inputs from auser or operator of the electric vehicle. For example, the user cancause the relay 1604 to enable charge from the capacitor module 502 tofeed to one of the motor 104 and the battery module 102 and/or cause therelay 1604 to feed a charge from the battery module 102 to the motor 104or the capacitor module 502.

Example Data

A 50-mile test was performed to determine power (e.g., electricity,voltage, charge output) generated by driving a battery electric vehicle(BMW i3 electric vehicle with 33 kw/h, 400 volt capacity) configuredwith embodiments of the power generation technology described herein(e.g., embodiments including the features of claim 1 or 21 herein). Thedata in the table below shows performance results of the powergeneration technology from the 50-mile test. As shown, thepower-generation technology not only recovered the voltage used totravel the 50 miles but also generated or produced net positive voltagebeyond the recovery voltage.

50 Mile Test Results Standard BMW i3 with 33 kw/h, 400 Volt CapacityWithout Power Generation Technology Model 1 Starting Voltage 360 voltsDistance Traveled 50 miles Volts used to travel 50 miles −50 voltsRemaining battery field volts 310 volts When the battery field dropsbelow 320-340 volts, the standard BMW without power-generationtechnology stops and must be charged With Power Generation TechnologyStarting Voltage 360 volts Distance Traveled 50 miles Volts used totravel 50 miles (based on BMW model) −50.0 volts Voltage recovered thatwas used in Model 1 (BMW) +50.0 volts Additional Voltage Gained beyondrecovery +10.3 volts Total Voltage Gained over Model 1 (BMW) +60.3 voltsRemaining battery field volts 370.3 volts

Additional Embodiments

As described herein, the generators 302 a and 302 b may be configured togenerate a voltage of any amount, type, and so forth, for example, asspecified by an operating voltage of the battery 102 and/or a busvoltage of the BEV 100/500. As such, any of the deep cycle battery 504and the capacitor modules 502 may also have operating voltagescorresponding to that of the battery 102. In some embodiments, the deepcycle battery 504 and/or the capacitor modules 502 have differentoperating voltages and are coupled to the battery 102 via one or moreconverter devices, for example the DC-to-DC converter 506. As such, theOBCS 210 and corresponding components described herein may operate atvarious voltages for the BEV 100/500.

As used herein, “system,” “instrument,” “apparatus,” and “device”generally encompass both the hardware (for example, mechanical andelectronic) and, in some implementations, associated software (forexample, specialized computer programs for graphics control) components.

Further, the data processing and interactive and dynamic user interfacesdescribed herein are enabled by innovations in efficient data processingand interactions between the user interfaces and underlying systems andcomponents.

It is to be understood that not necessarily all objects or advantagesmay be achieved in accordance with any particular embodiment describedherein. Thus, for example, those skilled in the art will recognize thatcertain embodiments may be configured to operate in a manner thatachieves or optimizes one advantage or group of advantages as taughtherein without necessarily achieving other objects or advantages as maybe taught or suggested herein.

Each of the processes, methods, and algorithms described in thepreceding sections may be embodied in, and fully or partially automatedby, code modules executed by one or more computer systems or computerprocessors including computer hardware. The code modules may be storedon any type of non-transitory computer-readable medium or computerstorage device, such as hard drives, solid state memory, optical disc,and/or the like. The systems and modules may also be transmitted asgenerated data signals (for example, as part of a carrier wave or otheranalog or digital propagated signal) on a variety of computer-readabletransmission mediums, including wireless-based and wired/cable-basedmediums, and may take a variety of forms (for example, as part of asingle or multiplexed analog signal, or as multiple discrete digitalpackets or frames). The processes and algorithms may be implementedpartially or wholly in application-specific circuitry. The results ofthe disclosed processes and process steps may be stored, persistently orotherwise, in any type of non-transitory computer storage such as, forexample, volatile or non-volatile storage.

Many other variations than those described herein will be apparent fromthis disclosure. For example, depending on the embodiment, certain acts,events, or functions of any of the algorithms described herein can beperformed in a different sequence, can be added, merged, or left outaltogether (for example, not all described acts or events are necessaryfor the practice of the algorithms). Moreover, in certain embodiments,acts or events can be performed concurrently, for example, throughmulti-threaded processing, interrupt processing, or multiple processorsor processor cores or on other parallel architectures, rather thansequentially. In addition, different tasks or processes can be performedby different machines and/or computing systems that can functiontogether.

The various illustrative logical blocks, modules, and algorithm elementsdescribed in connection with the embodiments disclosed herein can beimplemented as electronic hardware, computer software, or combinationsof both. To clearly illustrate this interchangeability of hardware andsoftware, various illustrative components, blocks, modules, and elementshave been described herein generally in terms of their functionality.Whether such functionality is implemented as hardware or softwaredepends upon the particular application and design constraints imposedon the overall system. The described functionality can be implemented invarying ways for each particular application, but such implementationdecisions should not be interpreted as causing a departure from thescope of the disclosure.

The various features and processes described herein may be usedindependently of one another, or may be combined in various ways. Allpossible combinations and sub-combinations are intended to fall withinthe scope of this disclosure. In addition, certain method or processblocks may be omitted in some implementations. The methods and processesdescribed herein are also not limited to any particular sequence, andthe blocks or states relating thereto can be performed in othersequences that are appropriate. For example, described blocks or statesmay be performed in an order other than that specifically disclosed, ormultiple blocks or states may be combined in a single block or state.The example blocks or states may be performed in serial, in parallel, orin some other manner. Blocks or states may be added to or removed fromthe disclosed example embodiments. The example systems and componentsdescribed herein may be configured differently than described. Forexample, elements may be added to, removed from, or rearranged comparedto the disclosed example embodiments.

The various illustrative logical blocks and modules described inconnection with the embodiments disclosed herein can be implemented orperformed by a machine, such as a general purpose processor, a digitalsignal processor (“DSP”), an application specific integrated circuit(“ASIC”), a field programmable gate array (“FPGA”) or other programmablelogic device, discrete gate or transistor logic, discrete hardwarecomponents, or any combination thereof designed to perform the functionsdescribed herein. A general purpose processor can be a microprocessor,but in the alternative, the processor can be a controller,microcontroller, or state machine, combinations of the same, or thelike. A processor can include electrical circuitry configured to processcomputer-executable instructions. In another embodiment, a processorincludes an FPGA or other programmable devices that performs logicoperations without processing computer-executable instructions. Aprocessor can also be implemented as a combination of computing devices,for example, a combination of a DSP and a microprocessor, a plurality ofmicroprocessors, one or more microprocessors in conjunction with a DSPcore, or any other such configuration. Although described hereinprimarily with respect to digital technology, a processor may alsoinclude primarily analog components. For example, some, or all, of thesignal processing algorithms described herein may be implemented inanalog circuitry or mixed analog and digital circuitry. A computingenvironment can include any type of computer system, including, but notlimited to, a computer system based on a microprocessor, a mainframecomputer, a digital signal processor, a portable computing device, adevice controller, or a computational engine within an appliance, toname a few.

The elements of a method, process, or algorithm described in connectionwith the embodiments disclosed herein can be embodied directly inhardware, in a software module stored in one or more memory devices andexecuted by one or more processors, or in a combination of the two. Asoftware module can reside in RAM memory, flash memory, ROM memory,EPROM memory, EEPROM memory, registers, hard disk, a removable disk, aCD-ROM, or any other form of non-transitory computer-readable storagemedium, media, or physical computer storage known in the art. An examplestorage medium can be coupled to the processor such that the processorcan read information from, and write information to, the storage medium.In the alternative, the storage medium can be integral to the processor.The storage medium can be volatile or nonvolatile. The processor and thestorage medium can reside in an ASIC. The ASIC can reside in a userterminal. In the alternative, the processor and the storage medium canreside as discrete components in a user terminal.

Conditional language, such as, among others, “can,” “could,” “might,” or“may,” unless specifically stated otherwise, or otherwise understoodwithin the context as used, is generally intended to convey that certainembodiments include, while other embodiments do not include, certainfeatures, elements and/or steps. Thus, such conditional language is notgenerally intended to imply that features, elements and/or steps are inany way required for one or more embodiments or that one or moreembodiments necessarily include logic for deciding, with or without userinput or prompting, whether these features, elements and/or steps areincluded or are to be performed in any particular embodiment.

As used herein a “data storage system” may be embodied in computingsystem that utilizes hard disk drives, solid state memories and/or anyother type of non-transitory computer-readable storage medium accessibleto or by a device such as an access device, server, or other computingdevice described. A data storage system may also or alternatively bedistributed or partitioned across multiple local and/or remote storagedevices as is known in the art without departing from the scope of thepresent disclosure. In yet other embodiments, a data storage system mayinclude or be embodied in a data storage web service.

As used herein, the terms “determine” or “determining” encompass a widevariety of actions. For example, “determining” may include calculating,computing, processing, deriving, looking up (for example, looking up ina table, a database or another data structure), ascertaining and thelike. Also, “determining” may include receiving (for example, receivinginformation), accessing (for example, accessing data in a memory) andthe like. Also, “determining” may include resolving, selecting,choosing, establishing, and the like.

As used herein, the term “selectively” or “selective” may encompass awide variety of actions. For example, a “selective” process may includedetermining one option from multiple options. A “selective” process mayinclude one or more of: dynamically determined inputs, preconfiguredinputs, or user-initiated inputs for making the determination. In someimplementations, an n-input switch may be included to provide selectivefunctionality where n is the number of inputs used to make theselection.

As used herein, the terms “provide” or “providing” encompass a widevariety of actions. For example, “providing” may include storing a valuein a location for subsequent retrieval, transmitting a value directly tothe recipient, transmitting or storing a reference to a value, and thelike. “Providing” may also include encoding, decoding, encrypting,decrypting, validating, verifying, and the like.

As used herein, the term “message” encompasses a wide variety of formatsfor communicating (for example, transmitting or receiving) information.A message may include a machine readable aggregation of information suchas an XML document, fixed field message, comma separated message, or thelike. A message may, in some implementations, include a signal utilizedto transmit one or more representations of the information. Whilerecited in the singular, it will be understood that a message may becomposed, transmitted, stored, received, etc. in multiple parts.

As used herein a “user interface” (also referred to as an interactiveuser interface, a graphical user interface or a UI) may refer to anetwork based interface including data fields and/or other controls forreceiving input signals or providing electronic information and/or forproviding information to the user in response to any received inputsignals. A UI may be implemented in whole or in part using technologiessuch as hyper-text mark-up language (HTML), ADOBE® FLASH®, JAVA®,MICROSOFT® .NET®, web services, and rich site summary (RSS). In someimplementations, a UI may be included in a stand-alone client (forexample, thick client, fat client) configured to communicate (forexample, send or receive data) in accordance with one or more of theaspects described.

Disjunctive language such as the phrase “at least one of X, Y, or Z,”unless specifically stated otherwise, is otherwise understood with thecontext as used in general to present that an item, term, and so forth,may be either X, Y, or Z, or any combination thereof (for example, X, Y,and/or Z). Thus, such disjunctive language is not generally intended to,and should not, imply that certain embodiments require at least one ofX, at least one of Y, or at least one of Z to each be present.

Any process descriptions, elements, or blocks in the flow diagramsdescribed herein and/or depicted in the attached figures should beunderstood as potentially representing modules, segments, or portions ofcode which include one or more executable instructions for implementingspecific logical functions or steps in the process. Alternateimplementations are included within the scope of the embodimentsdescribed herein in which elements or functions may be deleted, executedout of order from that shown or discussed, including substantiallyconcurrently or in reverse order, depending on the functionalityinvolved, as would be understood by those skilled in the art.

Unless otherwise explicitly stated, articles such as “a” or “an” shouldgenerally be interpreted to include one or more described items.Accordingly, phrases such as “a device configured to” are intended toinclude one or more recited devices. Such one or more recited devicescan also be collectively configured to carry out the stated recitations.For example, “a processor configured to carry out recitations A, B andC” can include a first processor configured to carry out recitation Aworking in conjunction with a second processor configured to carry outrecitations B and C.

All of the methods and processes described herein may be embodied in,and partially or fully automated via, software code modules executed byone or more general purpose computers. For example, the methodsdescribed herein may be performed by the computing system and/or anyother suitable computing device. The methods may be executed on thecomputing devices in response to execution of software instructions orother executable code read from a tangible computer readable medium. Atangible computer readable medium is a data storage device that canstore data that is readable by a computer system. Examples of computerreadable mediums include read-only memory, random-access memory, othervolatile or non-volatile memory devices, CD-ROMs, magnetic tape, flashdrives, and optical data storage devices.

It should be emphasized that many variations and modifications may bemade to the herein-described embodiments, the elements of which are tobe understood as being among other acceptable examples. All suchmodifications and variations are intended to be included herein withinthe scope of this disclosure. The section headings used herein aremerely provided to enhance readability and are not intended to limit thescope of the embodiments disclosed in a particular section to thefeatures or elements disclosed in that section. The foregoingdescription details certain embodiments. It will be appreciated,however, that no matter how detailed the foregoing appears in text, thesystems and methods can be practiced in many ways. As is also statedherein, it should be noted that the use of particular terminology whendescribing certain features or aspects of the systems and methods shouldnot be taken to imply that the terminology is being re-defined herein tobe restricted to including any specific characteristics of the featuresor aspects of the systems and methods with which that terminology isassociated.

Those of skill in the art would understand that information, messages,and signals may be represented using any of a variety of differenttechnologies and techniques. For example, data, instructions, commands,information, signals, bits, symbols, and chips that may be referencedthroughout the above description may be represented by voltages,currents, electromagnetic waves, magnetic fields or particles, opticalfields or particles, or any combination thereof.

What is claimed is:
 1. A system for providing power to a vehicle, thesystem comprising: a driven mass configured to rotate in response to akinetic energy of the vehicle, the driven mass coupled to a shaft suchthat rotation of the driven mass causes the shaft to rotate; a generatorconfigured to generate an electrical output at a generator outputterminal based on a mechanical input, the mechanical input mechanicallycoupled to the shaft such that rotation of the shaft causes themechanical input to rotate; and a hypercapacitor comprising: at leastone ultracapacitor electrically coupled to the generator output terminalvia one or more inbound diodes, wherein the one or more inbound diodesare biased toward the at least one ultracapacitor and wherein the atleast one ultracapacitor is configured to: receive, via the one or moreinbound diodes, inbound energy from the generator; and store the inboundenergy as a first energy in an electric field of the at least oneultracapacitor; and an energy retainer electrically coupled to the atleast one ultracapacitor via one or more outbound diodes, wherein theone or more outbound diodes are biased toward the energy retainer andwherein the energy retainer is configured to: receive, via the one ormore outbound diodes, outbound energy from the at least oneultracapacitor in response to a voltage level of the energy retainerdropping below a threshold value; store said outbound energy as a secondenergy of the energy retainer; and convey the second energy to atraction motor of the vehicle.
 2. The system of claim 1, wherein thehypercapacitor is further configured to be electrically couplable to autility grid via a standard 110 volt or 220 volt outlet, and wherein theat least one ultracapacitor of the hypercapacitor is further configuredto: be electrically couplable to the standard 110 volt or 220 voltoutlet of the utility grid; receive, via the one or more inbound diodes,inbound energy from the standard 110 volt or 220 volt outlet; and storethe inbound energy as a first energy in an electric field of at leastone ultracapacitor; and wherein the energy retainer is furtherconfigured to not receive outbound energy from the at least oneultracapacitor in response to a voltage level of the energy retainerreaching a high threshold voltage value.
 3. The system of claim 1,wherein the at least one ultracapacitor comprises multipleultracapacitors.
 4. The system of claim 1, wherein the energy retainercomprises one or more batteries.
 5. The system of claim 1, wherein theenergy retainer comprises one or more capacitors.
 6. The system of claim1, wherein the energy retainer does not comprise lithium ion batteries.7. The system of claim 1, wherein the electrical coupling between theenergy retainer and the at least one ultracapacitor stabilizes thevoltage of the at least one ultracapacitor to prevent voltage loss ofthe first energy of the at least one ultracapacitor due toself-discharge.
 8. The system of claim 1, wherein the energy retainer isfurther configured to convey all of the second energy to the tractionmotor of the vehicle.
 9. The system of claim 1, wherein the vehiclecomprises a commercial vehicle.
 10. The system of claim 1, wherein thevehicle comprises farm or construction equipment.
 11. A method forproviding energy to a vehicle, the method comprising: rotating a drivenmass in response to a kinetic energy of the vehicle, wherein the drivenmass is coupled to a shaft such that rotation of the driven mass causesthe shaft to rotate; generating an electrical output at a generatorbased on a rotation of the shaft; conveying the electrical output fromthe generator to at least one ultracapacitor electrically coupled to thegenerator via one or more inbound diodes biased toward the at least oneultracapacitor; storing the electrical output from the generator as afirst energy in an electric field of the at least one ultracapacitor;conveying at least a portion of the first energy from the at least oneultracapacitor to an energy retainer electrically coupled to the atleast one ultracapacitor via one or more outbound diodes biased towardthe energy retainer based at least in part on a voltage level of theenergy retainer dropping below a threshold; storing the at least theportion of the first energy from the at least one ultracapacitor as asecond energy of the energy retainer; and conveying the second energyfrom the energy retainer to a traction motor of the vehicle.
 12. Themethod of claim 11, further comprising: electrically coupling the atleast one ultracapacitor to a utility grid via a standard 110 volt or220 volt outlet; receiving, via the one or more inbound diodes, inboundenergy at the at least one ultracapacitor from the standard 110 volt or220 volt outlet; and storing the inbound energy as a second energy in anelectric field of at least one ultracapacitor.
 13. The method of claim11, wherein the at least one ultracapacitor comprises multipleultracapacitors.
 14. The method of claim 11, further comprising, by theelectrical coupling between the energy retainer and the at least oneultracapacitor, stabilizing the voltage of the at least oneultracapacitor to prevent voltage loss of the first energy of the atleast one ultracapacitor due to self-discharge.
 15. The method of claim11, further comprising conveying all of the second energy from theenergy retainer to the traction motor of the vehicle.
 16. The method ofclaim 11, wherein the energy retainer comprises one or more batteries.17. The method of claim 11, wherein the energy retainer comprises one ormore capacitors.
 18. The method of claim 11, wherein the energy retainerdoes not comprise lithium ion batteries.
 19. The method of claim 11,wherein the vehicle comprises a commercial vehicle.
 20. The method ofclaim 11, wherein the vehicle comprises farm or construction equipment.